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HE PRESIDENT AND DIRECTORS TO THE 


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REPORT 


CHIEF ENGINEER 


IN THE LOCATION AND ESTIMATES OF COST 


OF THE 


CLEVELAND AND PITTSBURGH RAILROAD. 
i 


# 


ACCOMPANIED BY THE REPORT OF PROF. ALEXANDER C, TWINING, 
CONSULTING ENGINEER, AND THE STATEMENT OF 
THE PRESIDENT AND DIRECTORS TO THE 
STOCKHOLDERS OF THE COMPANY: 


HUDSON: 
OBSERVER PRESS. 


OFFICERS OF THE COMPANY-==-1848-9. 
DIRECTORS. 


WILLIAM J. TOTTEN, Pittsburgh. 


JAMES STEWART, | 
HENRY COPE, i 
JOHN S. McINTOSH, Wellsville. 
JAMES ATEN, 


JAMES FARMER, Salineville. 


CYRUS PRENTISS, 
JOHN B. KING, 


HENRY N. DAY, Hudson 
JAMES BUTLER, pees 


SAMUEL WILLIAMSON, 
ELLERY G. WILLIAMS, 


t Ravenna. 


! Cleveland. 


JAMES FARMER, Preszdent. 

SAMUEL FOLJAMBE, Secretary. 

CYRUS PRENTISS, General Treasurer. - 
JOHN 8S. McINTOSH, Local Treasurer, at Wellsville. 
GEORGE R. EICHBAUM, Chief Engineer. 
GEORGE E. WHITE, 


GEORGE ROBINSON, > Assistant Engineers. 
ISAIAH LINTON, 


\2 S x A “< Cee ‘ 


STATEMENT 


OF THE 


PRESIDENT AND DIRECTORS. 


The President and Directors of the Cleveland and Pittsburgh Rail- 
road Company respectfully submit to the Stockholders the following 
statement of the condition and prospects of their enterprise. 

In communicating this statement they take great pleasure in their 
having the ability to accompany it with the very satisfactory reports of 
the chief and consulting Engineers employed on the work. 

The attention of the Stockholders will be particularly drawn to 
the report of Professor Twining, who, at the solicitation of the Board, 
has made a thorough examination, as consulting Engineer, of the 
character and promise of our enterprise. Prof. Twining’s high pro- 
fessional character, acquired in a long experience in public works at 
the East, will command for his representations every where the most 
implicit confidence. Itis with peculiar satisfaction that the Board refer 
to his testimony respecting the judiciousness of our location, the supe- 
rior character of the work thus far performed, and the high importance 
of our enterprise to the public, and its corresponding promise of pro- 
ductiveness to the Stockholders. 

The more full and detailed report of the Chief Engineer, Col. Eich- 
baum, with the accompanying tables, will exhibit more particularly the 
stage of progress which the work has reached, as well as the qualities 
of the route which has been selected, the thorough and at the same 
time economical character of the work under contract, with the esti- 
mates for the work yet to be provided for. 

One particular in the character of the work is alluded to in this re- 
port, which is worthy of distinct consideration; its importance as an 
instrumentality in the system of national defense. Connecting by the 
shortest line the two great bodies of waters, those of the Ohio and 
Mississippi on the one hand, and those of Lake Erie on the other, the 
latter separating us from a foreign territory, it will form a communi- 


\° 45914 


4 


cation, which, in the event of hostile operations, might prove of incal- 
culable importance to the nation. Along no other possible avenue 
could governmental movements be conducted so securely and expedi- 
tiously between the Lakes and the Ohio river. . 

While generally commending to the careful consideration of the 
Stockholders and the public this report of their Engineer, thus sustain- 
ed by the accompanying report of Professor Twining, the Board would 
also invite their attention to the following considerations on the cond?- 
tion and prospects of the work undertaken by the Company; the 
character and qualities of the route that has been adopted; and the 
promise which the enterprise holds out for business and consequent 
productiveness. 


I. THE CONDITION AND PROSPECTS OF THE WORK. 


The whole line was definitely located from the end of the pier at 
Cleveland through to the Ohio river at Wellsville in May last. Pre- 
viously to the location the country nad been carefully explored and full 
surveys made with comparative estimates of grades, curvatures and 
distances on the different tracks examined. So thorough has this ex- 
ploration been, that the Board feel great confidence that the location is 
most judiciously made and reflects great credit on the skill and indus- 
try of the Chief Engineer as well as upon his efficient assistants. As 
to the character of this location it is sufficient simply to refer to the 
testimony of Professor Twining. . 

Fifty-one miles of the located line have been put under contract on 
very favorable terms for the Company. ‘Some of the sections have 
been completed ; the work on the others is advancing steadily, while a 
part will be subject to a re-letting from the failure of the contractors for 
one cause or another to fulfil their contracts. The particulars are suf- 
ficiently detailed in the report of the Chief Engineer and the annex- 
ed tables, r 

The Board have constantly aimed at securing a work of a high 
character and fully adequate to the great) business which is confidently 
anticipated to be done on the road. The excavations, embankments 
and masonry have, so far as deemed needful, been prepared for a 
double track, which the anticipated business of the road, it is believed, 
will sooner or later render necessary. ‘The masonry, also, has been pro- 
vided for a track of the most solid and enduring character. I+ will he 


5 


seen in the table of estimates that calculation is made for a rail of the 
heaviest and best character. The experience of other railroad compa- 
nies, which had at first adopted a light rail but have been induced at 
great sacrifice to abandon it for a heavier one, has sufficiently demon- 
strated the wisdom of this determination. 

It is a source of high satisfaction to the Board that while they have 
freely calculated for a work of the first character in all respects, the 
expenditures actually incurred have been extremely low for the amount 
and quality of work effected. The expenses of organization, explora- 
tion, location and supervision, as well as the contracted prices of grad- 
uation and masonry thus far, will compare favorably, it is believed, 
with those of any public work yet undertaken in our country. It is 
the good fortune of the Company to find all along the route the richest 
abundance of materials‘of all kinds, except iron, for the construction 
of the road. Excellent quarries of stone easily worked, beds of gravel 
and sand for ballasting, and timber are found in close proximity to 
the line of the road at all points. 

The Board feel a greatly increased confidence that the work, which 
every consideration of public utility and private interest has from the 
outset seemed to demand, will now speedily be consummated. It has 
reached a stage in its progress which dissipates any shadow of appre- 
hension in the hearts of any as to its ultimate success. The great dif- 
ficulties have been surmounted; while the rich promise of remunera- 
tion to all who may have invested their funds in the enterprise gives 
assurance that the additions to its capital yet necessary will be easily 


secured, | 


Il. THE CHARACTER AND QUALITIES OF THE ROUTE, 


The Legislature of Ohio in providing, by the charter, that the road 
should take “‘the most direct, practicable and least expensive route to 
the Ohio river at the most suitable point,” evidently regarded the work 
as promising to constitute a great “trunk” communication between 
Lake Erie and the Ohio river. It was apparent from a glance at the 
map that a line of railroad from Cleveiand to Pittsburgh which should 
strike the river just at the point where it makes its great bend to the 
southward in its descent—precisely at its north-westernmost point, could 
not be materially longer than any which should cross the Ohio and Penn- 


sylvania State line at a more northerly point; while the surface of the 


6 


country, which at the time the reviving act containing this provision 
was passed had been more fully ascertained than when the original 
charter was granted, seemed rather to-invite the road thus early to the 
valley of the Ohio, in preference to a point higher up the river. But 
decisive considerations in regard to this question, which altogether out- 
weighed that of any supposable gain of distance by another route, 
were, that no additional legislation in a sister state would be needed in 
order to secure to the Company a work complete in itself, as it would 
have favorable termini on the Lake and River witha steam communi- 
cation already open to Pittsburgh; that far less extent of road would 
need to be constructed in order to enable the road to do a full business; 
and, above all, that by this route, the best and shortest communication 
would be opened between the Lakes and the Ohio river, thus at once 
doubling the business to be done on the road. These considerations, or 
even either one of them, was sufficient to justify the possible two or 
three per cent. increase of distance in this route over one that should 
strike the Ohio river in another State. The access to the large coal 
deposits on the Yellow Creek route, furnishing of itself a business suf- 
ficient to yield a good income on the whole investment in the road, is 
still another consideration, decisive in its own character of the question. 

Independently, however, of these considerations, the Board have 
reason to believe from the extended explorations made by our own 
Engineers together with the explorations made for other interests at 
various times, that no feasible route materially shorter, measured by the 
only true criterion in such matters—working time and expense, can be 
found in the broken country which lines the banks of the Ohio. A 
route that promised slightly better in regard to length, by way of Sa- 
lem and the Little Yellow Creek, and which was actually surveyed 
under direction of this Company, was finally abandoned on account 
of its impracticable character. The high grades and sharp curves as 
well as its great expensiveness most imperatively forbade its adoption. 

The position of Wellsville, the point at which the road strikes the 
Ohio river, is remarkable, as being nearly on a straight line between 
Pittsburgh and Cleveland, and at the game time being at the point 
where the river approaches nearest the Lake. By Mitchell’s Reference 
and Distance Map of the United States, a straight line from Pitts. 
burgh to Cleveland is but two and a half miles shorter than one between 
the same points deflected so as to pass through Wellsville. Being sit- 
uated, according to the same authority, fifteen miles north of Pittsburgh, 


7 


just at the point where the Ohio makes its great southern bend, it is: 
nearer to Cleveland than any other point on the river is to any point 
whatever on the Lake. Nature thus has most distinctly indicated the 
route for a road which should both connect the great thoroughfares of 
the Lake and the River at the points where they most approximate 
to each other, and at the same time be the channel of the swelling com- 
merce that is to pass between the eastern marts and the vast and fertile 
territories covered by the north-western States. 

While a directive point in the route, whether for a road between 
the Lake and the river, or between Cleveland and Pittsburgh, was thus 
decisively indicated by the course of the Ohio, relatively to the line of 
the southern shore of Lake Erie, the route to that point from Cleve- 
land has been found highly feasible and direct. The Reports of the 
Engineers, with the tables of Grades and Curvatures, bear a very fa- 
vorable testimony indeed in regard to this point. The grades are none 
of them heavy, while the summit is near the center of the line ; which 
gives a favorable feature to the working character of the road.— 
The curves are none of them of excessive sharpness, while the aggre- 
gate amount of curved line bears but a small ratio to the amount of 
straight line. The particulars are detailed in the Reports and accom- 
panying tables. 


Ill. THE BUSINESS PROSPECTS OF THE ROAD. 


The report of Professor Twining exhibits in a general view the 
great amount of business which is sure to accumulate upon this tho- 
roughfare. As the road will form a new avenue for commerce, it is dif- 
ficult to collect all the items of its business from any existing facts. 
Only a general approximation can be hoped for. Indeed, a statement 
of the character of the business with a general representation of its 
present amount will be far more satisfactory than mere statistical ta~ 
bles, however extended or however detailed. It will be convenient to 
distinguish the kinds of business into the following:—1. The coal 
transportation; 2. The local business attracted to the road from the 
points along the line; 3. The transit business between Lake Erie and 
the Ohio river; 4. The business between the north-west and the Atlan- 
tic cities and Pittsburgh, or as it may be called, the proper Cleveland 
and Pittsburgh business. 


8 


1, The Coal Trade.—This is a business which the opening of the 
road will almost entirely originate; as it opens for the inexhaustible de- 
posits of the Yellow Creek valley a ready access to the best of mar- 
kets. Both the caking or bituminous coal and the cannel or parrot 
coal are found in the valley directly on the line of the road. The mar- 
ket for it will be at the villages and towns along the northern part of 
the road for manufacturing and ordinary domestic uses, but chiefly at 
the northern terminus of the road, Cleveland, for the supply of the 
steamers onthe Lakes. As it can be delivered ata profit on the Lake at 
Cleveland, for two dollars and a half a ton, although traversing nearly 
the whole line of the road from the River to the Lake, there is every 
reason to believe that the great source of supply for all the steam come 
merce of Lake Erie may be determined at Cleveland; a consideration 
of great interest not only to that city, but, also, to the Railroad Com- 
pany itself as bringing the Lake commerce directly in connection with 
its road. The consumption of coal at Cleveland even at the price of 
three dollars a ton, is now large, sufficient to supply two freight trains 
a day; the amount of receipts at Cleveland the last season being as- 
certained to be over 164,000 tons, or over 200 tons on an average for 
each working day in the year. This business, increased as it is almost 
certain to be, of itself, would sustain the road. 

2. The Way Business.—The road passes through one of the 
most populous and flourishing portions of the State of Ohio. The ~ 
rich grazing products of the Western Reserve with its characteristi- 
cally enterprizing population, and the fine wheat regions of the more 
southern part of the State will at once contribute to the income of the 
road, and receive from it a corresponding advantage in the increased 
facilities of access it will furnish to a favorable market. Both items 
of business, passengers and freight, must be large, even if calculated 
from well ascertained existing facts, some of which will now be pre- 
sented. 

First, in regard to passengers, it is ascertained that fifty passengers 
on an average pass each way from and to the river at Wellsville, each 
day through the year, and this, notwithstanding the inconvenience of 
access by the common roads over the hills along the banks of the Ohio. 
While at Hudson, a point on the northern division of the road, the 
number of passengers by the public coaches passing in the summer 
months average each way twenty-five a day. If now it be borne in 
mind that the greater part of the travel in this part of the country is 


9 


in private conveyances, and that, for a western country, it is well sup- 
plied with roads, in number if not in quality, passing in parallel direc- 
tions, it will be seen that the absorption of travel on such a thorough- 
fare from way-points alone must be very large. It can not reasonably 
be estimated at less than what is equivalent to fifty through passengers a 
day each way, if the estimate should not rather be carried as high as 
one hundred. 

In regard to freight, the different species furnished at points along 
the road may be estimated under the following heads: 1. Wheat pro- 
ducts; 2. Other agricultural products ; 3. Manufactures ; 4. Mer- 
chandize. 

The Wheat Business—The road traverses the rich Wheat 
belt of country lying along and south of the Western Reserve line, 
and will take the transportation to market, to a greater or less extent, 
of the cereal products from the counties of Columbiana, Jefferson, Car- 
roll, eastern parts of Tuscarawas and Stark, western parts of Maho~ 
ning and Trumbull, Portage, Summit and Cuyahoga. 

The road crosses in these counties the Ohio and Pennsylvania canal 
at Ravenna, thirty-seven miles from Cleveland, the Sandy and Beaver 

-canal near Rochester, sixty-seven miles from Cleveland, and the project- 
ed Ohio and Pennsylvania road near Mount Union about sixty miles 
from Cleveland. All these works must prove tributaries in cereal freights 
to this road; and so long as the best market shall be found at the north, 
the bulk of this kind of freight must traverse the longer portion of 
the road. 

That the Lake ports will furnish the best outlets for the wheat pro- 
ducts of Ohio, is certain, so long as Pennsylvania continues to produce 
so large an excess above its consumption, and the north-eastern part of 
the country consumes so much more than it produces; unleéss, indeed, 
the expenses of transportation through Pennsylvania and New Jersey 
should be so reduced as to compare favorably with the charges by more 
northern lines of conveyance. The present rates of charge, being ac- 
cording to the Patent Office Report for 1847, seventy-five cents a bar- 
rel, and twenty cents a bushel from Buffaio to Albany, and one dollar 
a barrel, and thirty to thirty-three cents a bushel from Pittsburgh to 
Philadelphia, together with the lower range of prices of flour in Phila- 
delphia than in more northern markets, determine, so long as this state 
of things continues, the northern direction of cereal freights, The fact, 
also stated in the same report, that the expense of growing wheat in 


~ 


10 


Pennsylvania is so much less than in Ohio, shows conclusively that 
Ohio wheat must, until the change above alluded to takes place, seek 
a northern outlet. The bulk of the wheat and flour which now reaches 
the Ohio river is conveyed either down the river or to the Lake by the 
Erie Extension Canal. But an inconsiderable fraction comes into com- 
petition with the Pennsylvania products. This fact shows that the public 
works which are crossed by our road will, at least while the markets 
and freights continue as at present, all prove tributaries to our road 
in this class of freights. It is so with other works terminating at the 
Lake which are connected with interior improvements. Thus at Akron, 
the point of junction of the Ohio and Pennsylvania canal with the 
Ohio canal, the arrivals of flour on the Ohio canal to be consumed at 
Akron, or to be shipped by the Ohio and Pennsylvania canal were, in 
the year 1847, but 943 barrels ; while there were cleared from that 
port 231,221 barrels. The quantity of flour and of wheat estimated 
as flour, which arrived at Akron in the same year by the Ohio and 
Pennsylvania canal was, 79,879 barrels ; the quantity cleared by that 
canal was only 2,424 barrels. A considerable quantity of the wheat 
grown in the vicinity of the Sandy and Beaver canal during the past 
year, found its market at Cleveland. Such facts will, beyond all ques- 
tion, be shown in regard to all intersections of improvements running 
east and west with those running north and south. 

Other Agricultural Products—While the cereal products, to- 
gether with the Bacon and Pork which are yielded chiefly along the 
more southern portion of the road, will seek thus the northern markets, 
the other agricultural products, with the exception perhaps of wool, 
raised along the northern division, will seek a southern market. The 
dairy produce of the Western Reserve thus finds its chief market down 
the Ohio river. Some idea of the extent of this business may be form- 
ed from the following facts. During the last season, according to the 
Portage County Whig, there were shipped from Ravenna alone 2,904,- 
883 pounds of cheese, making an average of four and a half tons for 
every working day in the year. The books of the canal office at War- 
ren exhibit the quantity of cheese cleared from that town as amount: 
ing in 1847 to 6,599,170 pounds or nearly eleven tons for each day 
in the year. The opening of a winter transit will greatly enhance the 
value and amount of this branch of agricultural products. 

The shipments in 1847 from Franklin, a flourishing village lying 
two miles from the line of the road and five miles from Ravenna 


11 


amounted to over 4000 tons of agricultural products including wheat 
and flour. 

Cleveland is the great outlet for the wool products of Ohio. In 
1847, of the three millions of pounds, nearly, exported from the State, 
more than a million and a half was received by canal at Cleveland. 

These facts demonstrate the favorable prospects of the road for com= 
mencing a heavy Way business in freights, The country which the 
road traverses is all fertile in a high degree, cultivated almost through- 
out, and is well settled by an intelligent, enterprising, thriving popula- 
tion. 

Manufactures.—The portion of the Western Reserve traversed 
by the road is destined to become largely engaged in manufacturing 
enterprises. The almost inexhaustible amount of water power on the 
Cuyahoga and other snialler streams, the character of the inhabitants, 
and the facilities of obtaining the raw material as well as all the means 
of manufacturing industry, justify full confidence in this prediction. 
Just as fast as capital is developed, it is invested in this form. Large 
investments are now waiting the facilities of business furnished by this 
road. It is reasonable therefore to calculate on a considerable amount 
of income from the transportation of raw material, and manufactured 
fabrics; but no statistics of the present state of manufacturing produc- 
tion are at hand. 

Merchandise.—The amount of merchandise to be transported 
will depend on the number and ability of the population. The ability 
is measured by the amount of taxable property which, in 1846 in the 
counties named, was $22,415,246, or more than one-seventh of that 
returned for the whole state. The population in 1840 was 254,619; it 
now exceeds 300,000. If we suppose that but one-half of this popu- 
lation receive their supplies by this road and that but two-fifths of these 
are conveyed through this channel, there would still be left what would 
be equivalent to the exclusive supply of a population of 100,000, or 
of a town of ten thousand in every ten miles of distance along the 
road. The exclusive transportation of merchandise for ten towns of 
ten thousand inhabitants each, in the distance of one hundred miles, 
would constitute a no inconsiderable amount of income. 

Particular facts justify such @ przorz conclusions. The amount of 
merchandise in the larger import of the term received at the single 
point of Ravenna the last season, was over 2,200,000 pounds, or over 
three and a half tons daily through the year. 


12 


If Ravenna be supposed to do one-tenth of the business along the 
line between Cleveland and the river then the whole amount of busi- 
ness at all points would be over thirty. five tons daily. Yet it is esti- 
mated by the Editor of the Portage County Whig, by whom these 
statistics were collected, that “were there means of shipping produce, 
&c., in the winter season, at this point alone, there would be an increase 
of at least one hundred per cent.” At Wellsville an average of 75 
tons is shipped and a like amount received each day in the year. This 
is nearly sufficient to freight a daily train of cars. 

It will appear from these data to be perfectly safe to calculate upon 
an immediate way freight and passenger business sufficient to yield a 
good income of itself to the work. 

3. The proper Lake and River Business——This business con- 
sists chiefly of the manufactures and merchandise from the eastern States 
destined for the Ohio and Mississippi vallies, and of the products of 
these vallies which seek a market along the lake coast and in the east- 
ern States north of Pennsylvania. The eastern manufactures of cot- 
tons, shoes and clothing as well as an innumerable variety of other 
products, together with other light merchandise, prefer an inland conyey- 
ance even to points low down on the Mississippi. In return, the con- 
sumption of the products of these vallies, in the territory bordering 
along the lakes, and in the eastern States, as of sugar, molasses, cotton, 
hemp, lead and the like now sustains a heavy traffic. ~ 

No means are at hand for estimating the precise amount of this 
business, as it is, in the statistical returns, generally mingled with the 
trade of the interior, The following statements of the amount of im- 
ports at the lake ports from which public improvements lead to the riv- 
er will evince this trade to be very large. It is one also constantly 
increasing and in a rapid ratio. 

The imports at Cleveland during the year ending September, 1847, 
amounted in value to ~ - - - - $4,505,096 


AG Sandusky, =); Vsmea ies =e ee 7,147,261 

The exports for the same period were, 

From Cleveland, ° - - - - - $9,728,369 
“ Sandusky, .=/, ti," |. &.. =*40 +) dee oar 


“ Erie in 1846, - - - ~ - - 1,073,246 


It is worthy of notice that the opening of the Erie Extension canal 
through from the Ohio to Lake Erie had the effect at once of far more 


13 


than doubling the exports from the port of Erie; the exports for 1845 
being but $403,334; those for 1846 being, as above, $1,073,246. 

The register of business on the canal furnishes a more specific ground 
of estimate. The amount cleared at Beaver in the month of August, 
Sept., and October, 1848, was 11,473,278 pounds, of which 7,895,- 
452 pounds or somewhat more than two-thirds was cleared for the Junc- 
tion with the Ohio and Pennsylvania canal. This is supposed to be a fair 
average of the business for each three months of the season of navigation ; 
and the arrivals are estimated to equal the clearances. The monthly av- 
erage of business tothe Junction thus estimated would amount to over 
1300 tons each way or over 50 tons daily; and the whole amount 
cleared monthly from Beaver, to over 1900 tons, or not far from 75 
tons daily. 

That this Lake and River trade must be commanded by our road 
is apparent from a comparison of the inducements it presents with those 
of any other work. The shortest rail road connection existing or pro~ 
jected is that which leaves the Lake at Sandusky. This road is, how- 
ever, 230 miles in length—considerably more than double that of the 
Cleveland and Pittsburgh road. Freight can be delivered at Cincin- 
nati by this latter road from the Lake within a few hours as soon as 
from Sandusky, and at half the price. This road has this superiority 
over either of the canals that connects the river and the Lake, that it 
carries in much less time and can carry also at considerably less rates, 
being more than 40 miles shorter than the canal route by the Pennsyl- 
vania and Ohio canal, more than 200 than the Ohio canal, and more 
than 36 than the Erie Extension canal. It must thus be the great 
thoroughfare for the freight business between the Lake and Cincinnati. 
But it should be borne in mind that as the charges for freight on the Ohio 
river from Wellsville to any other point on the Ohio or the Mississippi, 
are nearly the same as from Cincinnati, it will present still greater in- 
ducements to freight destined to any other point than Cincinnati, as 
compared with any road terminating at that city. 

A. The Cleveland and Pittsburgh Bustness.—Under this head 
is comprehended the passenger business between these points, including 
the travel from the north-west to the Atlantic cities; and, also, the 
interchange of manufactured products between Pittsburgh and the 
Lake, as well as also the merchandise, particularly in the winter season, 
shipped from the Hast to the lake country. 

When this work is completed, or soon after, a continuous steam 


14 


communication will be opened between Lake Erie and the Atlantic 
cities, available in all seasons of the year, and until the New York and | 
Erie Railroad is completed, the only ohne. This communication will 
form by far the shortest connection between Cleveland and New York. 
The following statement of distances will exhibit at once the command- 
ing position gf Cleveland in reference to the trade and travel between 
the eastern cities and the north-western country: 


From Cleveland to Dunkirk, 170 miles. 
Dunkirk to New York by N. Y. and Erie Railroad, 480 “« 
Cleveland to New York by Dunkirk, , 650 miles. 
Cleveland to Pittsburgh, 145 miles. 
Pittsburgh to Philadelphia by Central road, 358 * 

Cleveland to Philadelphia, 503 miles. 
Philadelphia to New York, So 
Cleveland to New York by Pittsburgh and Philadelphia, 591 miles. 
Cleveland to Harrisburgh by Pittsburgh, 396 miles. 
Harrisburgh to Baltimore by York, Bees 

Cleveland to Baltimore by Pittsburgh, 482 miles. 
Cleveland to Wheeling, 14] miles. | 
Wheeling to Baltimore by B. & O. Railroad, 384..* 

Cleveland to Baltimore by Wheeling, 525 miles. 
Cleveland to Washington City by Wheeling, 547 


The shortest route, it appears from this statement, from Cleveland to 
New York is by the Cleveland and Pittsburgh road, being 59 miles 
shorter than by the New York and Erie railroad, whilé the distance to 
Philadelphia by this road is 147 miles less than by Dunkirk to New 
York, and only 23 miles more than ftom Dunkirk to New York. The 
travel to New York will thus be strongly attracted along this route from 
Cleveland and of course from all points west, even in summer; as the 
distance will be less, the communication will be on railroads nearly the 
whole way and ultimately the whole distance, and consequently in much 
less time, while the uncertainties of lake navigation will be avoided. 
In the winter, it will be the only route between Cleveland and the east. . 

It may be supposed, however, that this portion of the business will 
be intercepted by the Ohio and Pennsylvania Railroad. Even in that 
case more than half the distance will be run on the Cleveland and Pitts- 


15 


burgh road. But until the completion of that work above the mouth 
of Big Beaver to Pittsburgh, if experience in such cases be the ground 
of judgment, there can be no doubt that the Wellsville route with a 
single transhipment would be preferred to another with two tranship- 
ments; where, at the very best supposable, but a trifling advantage in 
any point—of time, expense or comfort, can be gained by a change.— 
It is only when a continuous road shall have been constructed from the 
point of intersection to Pittsburgh that any diversion of travel even, 
much less of freight, is likely to be effected. It would hardly be ra- 
tional now, in the incipient operations of that road, to attempt to fore- 
cast the position of things in the commercial world which will then con- 
trol the direction of trade and travel. Should no extension of the road 
from Wellsville to Pittsburgh, as is now anticipated, have been effect- 
ed, the Baltimore and Washington City travel would still be determin- 
ed to the river, if not also that destined to more northern cities. On 
the whole, considering the contribution it will make in other kinds of 
business, there can be no doubt that the construction of this road will 
beneficially affect the interests of the Cleveland and Pittsburgh Com- 
pany. | 

The amount of travel thus determined along this route is beyond 
certain calculation. Taken with the way travel, the whole amount of 
passenger business may very salely be estimated at from one hundred 
and fifty to two hundred a day each way, at the opening of the road. 
A steady and rapid increase upon this may, also, be safely relied on. 

The freight business under this head includes as the two leading 
items the transportation of the manufactures, principally of glass and 
iron from Pittsburgh, and of merchandise from the East. / 

The manufacturing interest of Pitisburgh is now heavy and rapidly 
increasing. More than two-thirds of its active population, amounting 
now, including dependencies, to not far from one hundred thousand, 
are connected with the proper manufacturing business. 

But a small portion of the manufactured products of Pittsburgh, 
however, now finda marketin the Lake country. This is to be accoun- 
ted for chiefly from two reasons; 1. from the want of a regular, speedy, 
cheap communication open during the year, and 2. from the fact that 
western merchants now passing by the north route do not come in con- 
tact with the manufactures and products of Pittsburgh. 

When a cheaper, more regular, and quicker communication shall 
be opened, and the tide of western commercial travel lowing east shall 


16 


pass through the very heart of the great manufacturing metropolis 
of the west, an incalculable impulse will be given to this branch of 
trade. There is no reason, other than those mentioned, why the manu- 
factures of Pittsburgh should not be spread over the whole north-west, 
embracing a lake coast of 1200 miles and occupied by a population of 
not less than one million and a half. 

Even now the records of trade show a business of a very heavy 
amount, In 1848 there was received at Cleveland by the Ohio canal 
over fifteen and a half million pounds of wrought iron and nails, mainly 
from Pittsburgh. At Akron, the same year, there was received by the 
Pennsylvania and Ohio canal 18,209,336 pounds. This last item, of 
itself, would give a freight of thirty tons each day through the year. 

The merchandise from the Atlantic cities, particularly of the lighter 
and more valuable kinds, and in the winter will constitute no incon- 
siderable item of business done by the road. 

The opening of such a communication will enable the merchant to 
supply himself during any portion of the year; instead of laying in 
a stock at once for the whole six or eight months of suspended com- 
munication, as now. It will thus enable him to transact a far heavier 
business with the same capital, and, for this reason, as well as also by 
preventing an accumulation of unsaleable goods, at better rates for the 
purchaser. 

The following statistics, taken from the returns accompanying the 
memorial of the Chicago Convention, exhibit the amount of imports at 
the Lake ports mentioned for the year ending Sept. 1, 1848. 








Ohio ports west, and inclusive of Cleveland, $16,045,188 
Michigan ports, 7,276,829 
Wisconsin, 1,024,050 
Chicago, 2,641,852 
Total of imports in value, $26,987,919 


The above statement does not include a number of smaller ports. 

When it is considered that Lake Hrie is open for navigation at 
Cleveland for a number of weeks longer in the year than at the mouth 
of the Lake, and that this road will form the only communication be- 
tween that city and the East during the close of lake navigation, it is 
not unreasonable to calculate upon a heavy merchandise business to be 
done on the road for the north-western States. 


Wai if 


- It should be remarked in regard to these two last mentioned depart- 
ments of business, the Lake and River, and the Cleveland and Pitts- 
burgh business, that while distinct and independent to a certain extent, 
they are in no respect antagonistic. No interest to be favorably affect- 
ed by the opening of the one channel will be injured by the other. Bos- 
ton and New York, deeply interested as they are in the opening of this 
inland communication for the free interchange of western agricultural 
produce on the one hand, and cotton manufactures on the other, lose 
nothing by the opening of a new channel of trade and travel to Phila- 
delphia and Baltimore; while the last named cities will lose no trade 
which they now control. On the other hand, the proper business of 
each great mart will still flow freely into it, only with a fuller tide, 
inasmuch as its internal springs will receive from each communication 
anew development. 

When all these various items of business are taken together into 
view—the coal traffic for manufacturing and domestic uses and especi- 
ally for the steam commerce on the Lakes; the way-business in the 
transportation of passengers and of freight for a country rich in agricul- 
tural products seeking a distant market, and in manufacturing resources, 
and consuming a large amount of products from other parts of the 
country; the Lake and River business exchanging the products of 
manufacturing enterprise in the north-east for the heavy staples of the 
south-west; and the proper Cleveland and Pittsburgh business both 
passenger and freight, few if any of the public works in this country 
will be ranked higher than this in respect to the amount of business 
which it will be able to command. 


Corresponding to this amount of business, of course, will be the 
amount of productiveness which the enterprise promises to those who 
engageinit. The data on which a general calculation on this point is 
to be made are.as follows: 

1, The exemption of the Stock from taxation. 

2. The low cost of construction, being but $20,000 a mile inclu- 
ding equipments, while five of the leading roads in New England, 
viz. : the Boston and Lowell, Boston and Providence, Boston and 
Worcester, Eastern, and Western, average over $52,000 a mile; yet 
the net earnings in 1846 on these roads, was eight per cent. on the 
entire cost. 


3 


18 


3. The low working expenses from the favorable grades and the 
cheapness of fuel. - 
4, The various and rich sources of income as already detailed. 


Entertaining these views of the importance of this work to the 
public, and of its productiveness to the Stockholders, the President and_ 
Directors feel themselves impelled to the most energetic efforts to effect 
the earliest possible completion of their work. They confidently hope 
in the course of a few months to put under contract for graduation the 
remaining part of this line from the lake to the river. Relying on the 
attractions which the work presents to capitalists and others as a mode 
of investment, they entertain the belief that the amount of additions 
to the capital Stock now necessary to enable them to provide for the 
early completion of the road will speedily be secured; and this impor- 
tant link in the great chain of railroads stretching from east to west 
across our country will be added assoon as in its continuous reaches 
westward this chain shall once strike the Ohio. 

JAMES FARMER, President. 

SAMUEL FOLJAMBE, Secretary. 


Office of the Cleveland and Pittsburgh Railroad 
Company, Ravenva, Dec: 22, 1848: 


REPORT 


OF THE CONSULTING ENGINEER 


To the President and Directors of the Cleveland and Pittsburgh 
Railroad Company. 


GENTLEMEN: 


I have, in compliance with your request, examined carefully your 
route from Cleveland to the line of the State. In this labor I have 
been obligingly furnished by your Engineer, Col. Eichbaum, with the 
maps and profiles of the location and with every variety of informa- 
tion in relation both to the location and the constructions. Jointly with 
him I have also re-examined the estimates of work remaining to be 
done. The results of these examinations and observations I have now 
the honor to state. 

The respects in which a route like yours presents itself for observa- 
tion and consideration are, mainly, four: First, its mechanical prop- 
erties and facilities—as, for examp'e, its gradients curvatures, &c.: 
Second, its expense of construction and equipment: Third, its charac- 
ter as a profitable investment for stockholders: Fourth, its general re- 
lations of yalue or necessity to the counties it intersects, or that lie 
within its influence, and its connections with the great channels of in- 
tercourse between different parts of the Union. 

The two northern divisions of your line are, mainly, in a region 
which extends from Lake Erie to wi‘hin about thirty-five miles of the 
Ohio river, and which, although somewhat undulating, would be char- 
acterized rather as plain than as broken. ‘The inequalities are, how- 
ever, so considerable as to create occasional but slight deviations from 
an entire directness. ‘The vallies of several minor streams—as the 
Mill creek, the Brandywine, Hahn’s run and others materially assist 
the gradients. All this portion of your route, embracing nearly two- 
thirds of the whole, has a general directness with only a moderate 
amount of curvature. The gradients, also, are favorable, not being 
quite so high, in any instance, as forty feet to the mile, and descending, 


“ 20 
mainly towards Cleveland, towards which the heavier transit may be 
expected to pass in consequence of the great tonnage of manufactured 
articles from Pittsburgh and of the coal hereafter to be spoken of. 

As the line approaches within the influence of the Ohio river the 
country becomes more broken. The original high table is deeply chan- 
nelled by tributaries of that river, with their branches and forks. It 
is necessary, therefore, to find a way along the vallies of those minor 
streams; and any route whatever will naturally be expected to prove 
somewhat circuitous. Two deep cuts occur, through the dividing ridges 
of minor streams, for short distances only—one averaging about forty 
feet for twenty four hundred feet of length, and the other about twenty- 
eight feet for a length of fifteen hundred feet. The Yellow Creek then 
offers a ready way to the Ohio river. 

For four and three-fourths continuous miles, at the upper part of 
the Yellow Creek valley the gradient, as at present arranged, is fifty 
feet to the mile. With this exception the same fact holds good, as to 
this portion of the route, which was referred to in relation to the other,— 
that no gradient is found quite equalling forty feet to the mile. Onno 
part of the route, from Cleveland to the Ohio nor onward to the State 
line is there any curve of a radius less than twelve hundred feet; and, 
although, as it has been already stated, the curvature on this smaller 
section is considerable, yet, on the whole route together, it would not 
affect the equated distance by more than two or three per cent. of the 
whole. 

It appears, therefore, that the route is a feasible and excellent one 
in respect to its mechanical properties and facilities; to which I may 
add that the location, as now made, appears to me to have improved, 
substantially, the best facilities which the features of the country offer, 
Perhaps it may be well, also, to turn attention to the fact that the only 
existing gradient of fifty feet-—although even such an inclination is not 
objectionable—can be reduced hereafter to forty feet at no excessive ex- 
pense, if that should be esteemed desirable. 

With, respect to the second point of consideration—the expense of 
the construction—lI need only say, after careful examination, that the 
estimates given in the Report of your Engineer, and now in course of 
publication, will, in my confident opinion, cover the expense of the 
graduation, masonry, bridging, &c., together with a heavy rail super- 
structure of the best description, and with all the depots, engines, and 
other equipments necessary for the business with which your road prom- 


21 


ises to open, in an abundance sufficient for ample dividends. After the 
road shall have been for some time in operation, and the business shall 
be greatly enhanced, additional expenditures will of course be requisite— 
in the laying, for example, of a second track, and for the enlargement 
of your facilities in other respects. 

It may be proper here to state that the constructions already execut- 
ed upon the fifty miles and over now under contract are of a very sat- 
isfactory quality. The culverts and bridges appear to be well founded 
and protected, and the masonry of a very high order of excellence.— 
Again, such is the abundance of excellent stone near the very track 
that the cost of the masonry is surprisingly low, in comparison with 
the quality. 

In referring to the third point of view in which this route presents 
itself{—namely, as a profitable investment for stockholders—there may 
be mentioned four principal sources of revenue which ensure its produc- 
tiveness. The first of these is the local business of the region traversed 
by the improvement. 

The great activity and productiveness of this region will be obvious, 
at a glance, to any one who inspects the public documents which record 
the vast amounts of produce from the interior received at Cleveland, 
and of imports from abroad taken in return, forming an aggregate of 
more than thirteen millions of dollars, annually, and rapidly increas- 
ing. Itmay be judged of by such facts as the following:—that, at 
Wellsville alone, the amount received from the interior in wagons, and 
returned to it from the Ohio river, is ascertained to be about seventy- 
five tons a day each way—enough for the largest part of the tonnage 
of an ordinary freight train. Two lines of stages both ways, besides 
branch lines, are now maintained from Cleveland to Pittsburgh. One 
of these lines is known, by actual inspection of the books at Cleveland, 
to have carried 2403 passengers, during the four months ending Sep- 
tember 30th, 1848, in one direction; and this is believed to be a fair 
index of the similar transportation of the other through line. This 
would exhibit the existing travel, in both directions, at over twenty- 
four hundred a month during the traveling season; and it neither in- 
cludes the large travel by the canal nor the larger by private conveyan- 
ces. Experience has proved that a Railroad superseding an ordinary 
thoroughfare always accumulates upon itself the travel of every descrip- 
tion and multiplies even that accumulation many fold. 

It has been ascertained upon such thoroughfares as traverse the 


22 


interior of well cultivated and improved states that one half or more 
of their receipts very generally comes from the local business. Not to 
specify several eastern roads where this fact obtains, I will simply in- 
stance one western road which subsists upon local business only. The 
Madison and Indianapolis Railroad, which penetrates a purely agricul- 
tural region of Indiana for eighty-six miles from the Ohio, inland, and 
without any special advantages from mines or manufactures, derived, 
in its first year of through operation, an income of one hundred and 
fifty thousand dollars, and in its second year well nigh, if not quite 
two hundred and fifty thousand, At something approaching the same 
rate of increase it may be expected to continue. It has divided to its 
stockholders fifteen per cent. and the stock is now at one hundred and 
thirty-three per cent. in market. That road transacts for an adult male 
population of two hundred to a mile of its entire length—while the 
Cleveland and Pittsburgh road, after dividing the territory with other 
improvements that may compete with it, will transact for three hun- 
dred, very closely, to each mile of a similar population at least as vig- 
orous and industrious. On such considerations is based the position 
that the local business alone will make yours a paying stock. 

But a second source of revenue will accrue from the manufactures 
of Pittsburgh. To reckon the annual exports of this description from 
that place, which are the growth of not much more than a quarter of 
a century,at one hundred thousand tons, seems quite within bounds 
when we consider its half mijlion of annual tonnage in the departures 
of steam boats on the Ohio alone. Under the stimulus of the several 
artificial channels soon to be added to her existing ones, and among 
which yours stands prominent, it is not extravagant, I presume, to es- 
timate that Pittsburgh will transport upon your road, after a few years, 
as much annually as she now sends out in all directions through her 
various channels—thus contributing to swell your income by some three 
hundred thousand dollars, for this one item. In all this no account is 
made of the vast mass of travel from interior Ohio, along your route, 
to that city and back. It assumes, of course, your extension from _ 
Wellsville to Pittsburgh. | 

An inspection of the map will exhibit, at a glance, the very favor- 
able connection which this Railroad must constitute and establish be- 
tween Lake Erie in the one direction—floating its commerce of ONE 
HUNDRED MILLIONS of dollars, very nearly, to and from domestic 
ports—and the Ohio river, in the other, bearing past Wellsville, every 


23 


twelve months, over ONE MILLION OF TONNAGE in six thousand and 
more steamboat passages, ascending and descending. It is a striking 
fact, resulting from the low cost of transportation upon the river, that 
this connection of yours by the shortest possible distance, as mentioned 
above, will afford the cheapest attainable channel of transportation 
from the lake to Cincinnati. 

But again, the Yellow Creek valley, for a distance of fifteen miles, 
abounds—together with other valuable mineral deposits—with excellent 
coal, in veins of from three to seven feet in thickness, for which your 
road will open a way to market. Excepting the coal basinin which 
Pittsburgh lies, including a region far to the north-west and north-east, I 
know of no bituminous coal in great quantities short of western Indi- 
ana to supply the demand arising and to arise upon the lakes and with- 
in the lake regions. For this supply Yellow Creek may be but one of 
many localities, yet so great will the demand become that one thousand 
tons a day, or just the amount, speaking in round numbers, that now 
comés down the Monongahela, can hardly do your part of the supply 
in question. This itself would constitute five freight trains a day, and 
much more than the entire burden of several among the best paying 
freight roads of the east, and would give an income of at least half a 
million of dollars. 

It remains to speak of your important work, as an essential link 
—and in its extension to Pittsburgh, the only essential link remaining, 
when taken in union with the great central line of Pennsylvania—to 
¢omplete one grand communication between the extremities of this 
Union; between the east and the upper lakes, together with the north- 
western States. T6 every reflecting mind the truth will be most ap- 
parent that the same circumstances of position which make this link 
essential to the community ensure to it an immense mass of through 
travel. 

I may here state respecting the continuation of your work to 
Pittsburgh, a distance of forty-seven miles, that it is shown for the 
first eight miles, or to the State line, by your Engineer’s survey, and 
it was also evident by my own inspection of the ground, that a cheap 
route exists. As to the parts above, along the west bank of the Ohio, 
the facts developed by the topographical survey by the government, 
executed some two years and more back, and made known to me 
through a communication from one of the United States engineers— 
strengthened also, by the opinions of your Engineer Col. Eichbaum 


24 


who, not many weeks ago, passed over and observed the route—evince 
that no considerable expense is to be incurred excepting at the Narrows 
and the crossing of Big Beaver at its mouth, and that the average cost 
of the line, including these localities, cannot be more than moderate. 

Respecting the four distinct sources of income which you enjoy, 
as referred to above; namely, your local business; the transit between 
Lake Erie and the Ohio river, joined to the mineral deposits of your 
route; the transactions of Pittsburgh with your interior, with the 
Lakes and with the north-west; and the through travel of all the north- 
west on its way to and from the East; it may be reasonably laid down 
that either of them, ultimately, and a part of them immediately, will 
make yours a paying road. How liberal then must the income be 
from all the four united. 

The importance to Pittsburgh of the Lake business is probably more 
immediate and more immense than any of her citizens, except the most 
far-seeing, have hitherto recognized. The like importance to Cleve- 
land of the Pittsburgh connection and of the interior conjoined with the 
great channels leading eastward is believed to be already appreciated 
by many in that city. Both ideas will progressively and speedily de- 
velop themselves. Neither should I omit, wholly, to refer to the acces- 
sion which your western prospects and resources will receive when a 
railroad from Cleveland to Sandusky shall commence the way, in that 
direction, towards distances and territories whither it fatigues the con- 
ceptions to follow. | 

General results, derived from a well understood experience, are our 
safest guide. The full statistics of this subject would constitute a 
pamphlet. Few, comparatively would trace it through; and yet it 
would be valuable. But the facts and considerations herein adduced 
have been purposely made brief and simple, that they may lie within 
the power of any well informed man to test and estimate. If, among 
all the railroads not yet executed, any man can point out one more cer- 
tain to reward its stockholders, he will do what, in my present opinion, 
is impossible. And among all railroads which have been executed and 
are in operation, what one can be pointed out, comparing ‘with yours 
in mechanical facilities, in ease of construction, in advantage of posi- 
tion, and in sources of revenue that does not, under prudent manage- 
ment, yield most ample dividends, | 

I am, gentlemen, respectfully your obedient serv’t, 
ALEX. C. TWINING, 
Consulting Engineer. 


” 


REPORT 


OF THE CHIEF ENGINEER: 





To thé President and Directors of the Cleveland and Pittsburgh 
Railroad Company. 


GENTLEMEN: 


I have thé honor to report as follows upon the loéttion, estimates 
&c. of the Cleveland and Pittsburgh Railroad. 

At the date of my last report in 1847, a portion of the line from 
Wellsville north-westwardly, embracing a distance of 18 miles and 
2960 feet, had been located and placed under contract. Since the date 
of that report the remainder of the line through to Cleveland has been 
located and 31 miles and 4720 feet have been placed under contract, 
extending from a point nedr Teagarden’s about 1} miles east of the 
village of Mt. Union, in Stark county, through Ravenna to Hudson; 
making with the line previously let, 50 miles and 2400 feet at present 
under contract: the whole distance from Wellsville to the uppew pase 
sengér depot at Cleveland being by the line of railroad as located 98 
miles and 960 feet. 

Between the northern end of the first letting and the southern end 
of the second letting, two routes were presented, one passing east of 
Hanover and by North Georgetown to the point near Teagarden’s; the 
other, westward of Hanover and by the valley of Hahn’s run to the 
junction near Teagarden’s. The Hahn’s run route is more level and 
otherwise favorable than the other route and has been adopted. The 
measured distance is about two miles greater than that by North 
Georgetown, but the difference is compensated by the amount of ascent 
and descent and of curvature béing so much less on the Hahn’s run 
route and the gradients more moderate; there being a considerable 
amount of 50 feet gradient ni ald on the North Georgetown route, 


26 
while upon the adopted line by the valley of Hahn’s run the maximum 
gradient is less than 40 feet. Between Hudson and Bedford the line 
of location is shorter than that of the former survey, and is also upon 
more level and favorable ground: 

A survey has been made of the route from the Pennsylvania and 
Ohio State line to Wellsville. The line of survey follows the valley 
of the Ohio river, passing over high bottom lands for about 2% miles. 
Thence the line occupies the base of the hill as far as Liverpool, about 
14 miles. Through Liverpool the line continues in rear of the Main 
street along the sloping ground upon which the town is partly built. 
‘Carpenter’s run is crossed about two-thirds of a mile and Conrad’srun 
about one mile below Liverpool, at the village of Jethro. From Je- 
thro to the crossing of the run above James Wells’ farm, about 1% 
miles, the line is generally along the hill side. From the point last 
named, the line passes directly over the bottom land and across Little 
Yellow creek into Wellsville. At the crossing of Little Yellow creek 
a considerable quantity of embankment would be requisite, and the ~ 
road surface along this and other parts of the line should be at suffi- 
cient height to be beyond danger from river freshets. The excavation 
along the high bottom lands would be partly gravel. Along the hill- 
side it would generally be clay with a small proportion of sandstone 
and slate. 

Little Yellow creek would require a bridge of 100 feet span. The 
other streams are small. The distance from the State liné to the work 
under contract at Wellsville is 8 miles and 360 feet. And the estima- 
ted probable cost of Graduation, Masonry and Bridging is $47,000. 

The total distance from Pittsburgh to the upper passenger depot at 
Cleveland is, as shown in the accompanying table, 145 miles and 2940 
feet. The surface of Lake Erie at Cleveland is 76 feet lower than the 


surface of low water in the Ohioriverat Wellsville. The located line — 


between Wellsville and Cleveland has been arranged into three divis- 
ions. The first or Southern division begins at Wellsville and ends at 
Station 707 near the mouth of Hahn’s run. The Middle division ex- 
tends from the last named point to Ravenna, and the Northern Divis- 
ion from Ravenna to Cleveland. I shall now proceed to describe the 
route and character of the line of location, and the work done &c. on 
the several divisions. 

The first or Southern division, begins at the depot at Wellsville and 
extends along the valley of the Ohio 2% miles to the mouth of Big 


27 


Yellow creek, the valley of which is then followed about 3 miles to the 
junction of the Big Yellow creek with the North Fork, which is ascen- 
ded to the mouth of Nancy’s fork 14% miles from Wellsville, and 
about half a mile east of Salineville. From this point the line is con- 
tinued north-westwardly along the valley of Nancy’s fork to Station 
980 near the Yellow creek summit. 

Along Big Yellow creek and the North Fork the line generally oc- 
cupies the slope of the hill, crossing the valley occasionally to avoid 
sudden bends or unfavorable ground. Several bridges are necessary 
on this part of the line. The two bridges across Big Yellow creek will 
each have a span of 150 feet; the bridges across the North Fork will 
each have two spans of from 40 to 60 feet each. Atsome of the cross- 
ings the necessity of bridging is obviated by turning the stream through 
a new channel. The valley of Nancy’s fork is more direct and the 
line is generally on the hillside. Along the river and Big Yellow creek, 
the road surface is sustained at a height sufficient to guard against the 
freshets of the Ohio. The unprecedented height of the freshet which 
occurred last year in the North Fork and Nancy’s Fork afforded a sure 
mark for the adjustment of the height of the road surface along those 
streams, The material along North and Nancy’s forks is generally 
_ clay or gravel with sandstone and slate—with veins of coal and some 
iron ore. From Station 980 the line crosses the summit which divides 
‘the waters of Yellow creek from those of little Beaver, near Mr. Ar- 
thur’s, 19 miles from Wellsville; it then descends a branch of Brush 
run (a tributary of little Beaver) to a point opposite McQuilkin’s Mill; 
thence after passing Hugh Macauley’s and ascending Metzger’s branch 
of Brush run, it crosses the summit dividing the waters of Little Bea- 
ver from those of Sandy, near Mr. Winder’s. Thence descending the 
valley of Holland’s run, the line reaches the valley of the Clear Fork 
of Sandy about 14 miles westwardly from Hanover, The line then 
follows the valley of the Clear Fork and after crossing the Sandy and 
Beaver canal near Rochester, passes to the end of this division near 
the mouth of Hahn’s run. 

The cuts across the Yellow creek and Sandy summits constitute the 
most expensive work on the route. The material of excavation, so far 
as the Yellow creek summit, is nearly the same as that along Yellow 
creek; from Brush run across to the valley of Sandy there appears to 
be more slate. Along the Clear Fork the line generally occupies the 
gentle slope of the side of the valley which is remarkably straight. 


26 


The work will be mostly light; the material generally clay or gravel, 
The line under contract between Wellsville and Station 980 is divided 
into 18 Sections of about a mile each; of these, Section No. 1 is fine 
ished. Section 2 is far advanced toward completion ; the high embank- 
ment at McQueen’s run is nearly up to grade and the culvert masonry 
of the Section is complete. 

Section No. 3, one of the heaviest on the route, is nearly finished; the 
cut across the point at the mouth of Big Yellow creek is nearly done 
and the culverts are all built, On Section No, 4 the culvert masonry 
is done and also a small quantity of excavation and embankment. On 
Section No. 5 about one-half of the earth work is done. Section No. 
6 passes the junction of the Big Yellow creek and North Fork. The 
substantial stone dam across the old channel of Big Yellow creek is 
now complete, and that stream runs through a new channel which has 
been excavated, leading into the ordinary channel a short distance be- 
low the lower crossing of the old channel, which is bridged to pass 
North Fork. The abutments and pier of this bridge are nearly com- 
plete; the double flooring of squared timber upon which the masonry 
is built rests upon a hed of gravel 7% feet below the surface of low 
water in the stream. The graduation of the Section is nearly finished. 
On Section No. 7 the culvert masonry is complete and % of the bridge 
masonry has been done; about $ of the grading has also been done. 
Section No. 8 has about half of the grading done, and the bridge and 
culvert masonry completed. Some of the abutments on Sections 7 and 
8 have rock foundations, but in a few cases, after excavating from 7 to 
8 feet below the surface of low water without meeting rock, double 
platforms of squared timbers have been put in and the masonry built 
upon them. The stone used in this and other masonry along Yellow 
creek is sandstone. The style of the bridge-masonry is rock-range- 
work; the stone are generally large and well-shaped and accurately 
prepared and laid, The bridge-masonry that has been built on the 
various sections of this line is of the most substantial quality. 

On Section No. 12 some excavation has been done at the cut at 
Ogle’s bend, and some embankment formed by the material out of 
channel. Section No, 15 begins near the mouth of Nancy’s Fork op- 
posite Salineville; about one-third of the graduation has been done— 
the culvert masonry has not been commenced. The graduation of 
Section No. 16 is about one-third done, and the arched culvert at Rose’s 
run is finished. On Section No. 17 the excavation and embankment 


20 


are nearly half done and the large arched culvert is finished. The ma- 
sonry of this and Rose run culvert is ranged work of the most sub- 
stantial character. Section No. 18 is finished excepting trimming. 
These four last sections have a considerable quantity of rock and slate 
excavation. 

I would refer you to the accompanying table A, for details of the 
estimated quantities and value of the graduation, masonry and bridg- 
ing done, and the estimate of the amount yet to be done upon the line 
under contract, together with the estimated probable cost of the gradu- 
ation, masonry and bridging, on the part of this division not yet under 
contract. A statement is appended to the table showing the length of 
the line under contract, and of that which is not yet under contract. 


" MIDDLE DIVISION. 


From Station 707 near the mouth of Hahn’s run the line passes 
along the valley of Hahn’s run northwardly as far as the Thomas 
road, ffom which point it passes over the Mahoning summit near Mr. 
Packer’s, and thence to the beginning of the line last put under con- 
tract at the point near Teagarden’s, about 14 miles east from Mount 
Union. The valley of Hahn’s run, as far as the line follows it, is very 
direct in its course. The bottom of this valley is generally wide, and 
the hills rise abruptly on each side of it; some rock will occur at sev- 
eral points, but generally the excavation will be clay or gravel. The 
excavation at the Mahoning summit, and thence to Teagarden’s will 
be mostly clay. There appears to be an abundance of gravel for bal- 
lasting along the valley of Hahn’s run. That stream hasa very grad- 
yal fall and its freshets do not exceed five feet in height above the sur- 
face of low water. Cgpe’s run is the principal stream crossed between 
the Mahoning summit and Teagarden’s. [rom the point near Teagar- 
den’s the line of location passes through Freedom and Lima, and after 
crossing the South line of Portage county is continued over an undula- 
ting surface through Atwater, crossing several small branches of the 
Mahoning, and thence passes along the ground dividing the waters of 
Mahoning from those of Breakneck, a branch of the Cuyahoga, and 
crosses the Pennsylvania and Ohio canal at Ravenna. The streams 
crossed on this division are small. After leaving the valley of Hahn’s 
run the line reaches the Mahoning summit about 394 miles from 
Wellsville, and passes with slight depressions the vallies of several small 
streams which run into the Mahoning, 


30 


The line under contract between Teagarden’s and Ravenna is divi- 
ded into sixteen sections; upon the most of these sections the greater 
part of the culvert masonry has been done, and the graduation has 
been in progress. Section No. 4 is finished. On section No. 6, pass- 
ing Lima, some of the excavation has been done, and part of the 
culverts are in. The contractors have prepared a temporary track &c., 
for carrying the material from the cut near the Reserve line to the 
fill near Deer creek. On section No. 16 the graduation is nearly 
half done. 

Table B, contains details of the estimated quantities and value of the 
graduation, masonry and bridging done, and the estimate of the 
amount yet to be done upon the line under contract, together with the 
estimated cost of the graduation, masonry and bridging of, the part of 
this division not yet under contract. Annexed to that table is a state- 
ment showing the length of line under contract, and length of the 
part not yet under contract. 


NORTHERN DIVISION. 


From the end of Section 16 at Ravenna the line is continued 
north-westwardly, passing between lakes Brady and Pippin, reservoirs 
for canal. Thence the line crosses the Cuyahoga river and passes over 
to the head waters of Tinker’s creek, which are crossed near the east 
line of Summit county, and thence after passing to the valley of the 
Brandywine, the line reaches Hudson in Summit county. From Hud- 
son the line descends along the valley of the Brandywine north-west- 
wardly to a point opposite the junction of the Brandywine and Indian 
run, which, after uniting, run westwardly into the Cuyahoga; and 
then passes through Macedonia and ascends the valley of Indian run, 
and passes over to the valley of Tinker’s creek, which is crossed at 
Bedford in Cuyahoga county. Thence the line is continued across 
Wood creek and to the head of a branch of Mill creek. The valley 
of this branch of Mill creek is descended to the main Mill creek near 
Mr. Mark’s; thence the valley of Mill creek is followed to Newburgh, 
where Mill creek bends suddenly to the westward and descends rapidly 
to the Cuyahoga; and the line of railroad after passing through New- 
burgh, bears away to the northward descending at the rate of thirty- 
nine and six-tenths feet per mile along the face of the sloping ground 
which extends down to the level of the plain upon which Cleveland is 
situated. The grade strikes the surface of the plain near the crossing 


31 


ef Kingsbury’s run west of the late Judge Kingsbury’s residence, 
Thence the line is continued over an even sandy plain, crossing another 
branch of Kingsbury’s run at the Otis farm, and after crossing Euclid 
street between Messrs. Weddell and Sterling’s houses is continued to 
the bank of Lake Erie near Mr. Maltby’s at the east side of the city of 
Cleveland. The line then descends westwardly along the bank of the 
Lake in front of Cleveland at a grade of thirty-nine and six-tenths feet 
per mile, to a point on the Lake shore and thence runs level to within 
125 feet of the pier at the mouth of the Cuyahoga river, and is extend- 
ed parallel with the pier, affording space for the deposit and shipment 
of coal and other freight. 

About 17 miles from Lake Erie, at the summit between Indian 
run and the valley of Tinker’s creek, the descent towards the Lake 
becomes more constant, and the grade of the line is soon carried below 
the general surface of the table lands. Upon the first eight miles from 
Ravenna towards Hudson the material of excavation is mostly sand 
and gravel; thence to the crossing of Kingsbury’s run, it is generally 
clay, excepting along Mill creek, where some gravel points occur. 
From Kingsbury’s run to the Lake the whole is generally sandy. 

The largest stream crossed by the line, on this Division, is the 
river Cuyahoga; the only other streams worthy of notice are Brandy- 
wine, Indian run, Tinker’s creek, Wood creek, Mill creek, and Kings- 
bury’s run: these streams are all tributary to the Cuyahoga. The 
bridge across the Cuyahoga will have a span of about 120 feet. At 
Tinker’s creek the bed of the stream is considerably below the top of 
the banks. On each side of the stream the bank is formed of nearly 
vertical rock bluff; upon these rock bluffs the abutments will be built, 
making the length of the bridge about 200 feet; across the other 
streams the bridges will be small. Provision is made in the estimate 
for protecting the work along the bank of the Lake in front of Cleve 
land. 

Of the line now under contract between Ravenna and Hudson; 
Section 18 is finished, and on most of the Sections the greater part of 
the culvert masonry is done, and also a portion of the graduation. On 
Section 20 the extensive embankment west of the canal reservoirs is 
nearly finished, and the abutments of the Cuyahoga bridge are three~ 
fourths done. The sandstone used in these abutments is from Frank~ 
lin. The masonry is built upon a solid flooring of squared timbers 
which rests upon a bed of compact ,gravel, 54 feet. below the surface 


33 


of low water in the stream: The masonry is of the sdme desériptioti 
as that on the southern division and has been well done. 

The details of the estimated quantities and value of the graduation, 
masonry and bridging now done, and of the work yet to be done on 
the line under contract, together with the estimated cost of the gradua- 
tion, masonry and bridging on the part ‘of this Division not yet under 
contract are given in table C, below which will be found a statement 
of the length of the line under contract, and the length of that which 
is not under contract. 

ESTIMATES, 

Excepting the calculations for the masonry of some of the largér 
abutments of bridges, the Estimates are for a single track, The width 
of the graduation at the level of the road surface will in excavations 
be not less than nineteen ‘feet; and the embankments will have a width 
on top of not less than fifteen feet. 

The estimated cost of the graduation, masonry and bridging upon 
the line from Wellsville to the pier at Cleveland, including the work 
already done, but exclusive of the right of way and damages, engi- 
neering and contingencies is as per tables A, B and C, 581,320 dollars 
and 49 cents. 

The graduation is now estimated of greater width than formerly, 
and the founding of some of the bridge abutments and piers, has been 
more difficult than was anticipated, causing also an increase of the 
quantity of masonry. These and other reasons have occasioned the 
present estimated amounts of graduation, masonry and bridging to be 
somewhat larger than in former estimates. By the line as located, the 
necessity of tunneling has been obviated; yet at the Yellow creek 
summit which is estimated as a through cut, if after excavating in 
from each end the rock should be fotind sufficiently sound and firm 
for a roof, it may be found to be cheaper to pierce through the deep 
part of the cut, about one thousand feet in length: 


SUPERSTRUCTURE. 


In estimating the superstructure it has been déemed expedient to 
provide for a heavier rail than that estimated last year, and the weight 
of chairs, size of cross ties and quantity of ballasting have been in- 
creased accordingly. The superstructure will rest upon a foundation 
of broken stone or gravel spread evenly over the surface of the road 
bed for about ten feet in width. 


33 


The ground sills will be laid lengthwise of the road, bedded on the 
broken stone or gravel, and upon them the cross ties will be placed at 
intervals of two anda half feet, measuring from centre to centre, The 
space outside of and between the sills, and that between the cross ties 
and around their ends, will be well packed with broken stone or gravel, 
making the entire depth of ballasting from twenty to twenty-four 
inches. The H or inverted T rail will be used, weighing sixty-five 
pounds per yard. 

Table D contains an estimate of the cost of one mile of superstruc- 
ture with rail as above described, 9212 dollars and 59 cents. 

Table E contains a summary of the estimates of cost of the line 
from Wellsville to Cleveland. The total estimated amount of gradu- 
ation, masonry, bridging, right of way and damages, superstructure 
with heavy rail, turnouts, contingencies, &c, is 1,748,201 dollars and 
90 cents. 


DEPOTS. 


At Cleveland it is proposed to have two depots with car houses, 
repair shops, &c., viz.: one between the crossing of St. Clair street 
and Mr. Maltby’s, for passengers and freight going to or from Cleve- 
land; the other down at the Lake near the pier. 

A capacious depot with engine and car houses, repair shops, &c., 
will be necessary at Wellsville. At Ravenna a depot will be required, 
and at that or some point towards Freedom a station for repairs will 
be needed. Smaller depots will be necessary at Hudson, Bedford, 
Freedom, crossing of Sandy and Beaver canal, Salineville, Big Yellow 
creek, 

Table F contains an estimate of the cost of depot grounds and 
warehouses, engine and car houses, repair shops, locomotives, passen- 
ger and freight cars, &c., amounting to 328,000 dollars. 


GRADES. 


Tables G H I and J contain the grades between the Pennsylvania 
and Ohio State lineand Cleveland. From the mouth of Nancy’s Fork 
to the Yellow creek summit, four and two-third miles, the gradient used 
is fifty feet per mile; but on all other parts of the route between the 
Pennsylvania and Ohio State line and Cleveland, the maximum gradi- 
ent is less than forty feet per mile. 

a 


34 
CURVATURE. 


The minimum radius of curvature is twelve hundred feet. Table 
K contains the amount of curvature, the minimum radius of curya- 
ture, and the length of straight and of curved line on each division, 
&c. The proportion of straight line to curved line for the whole dis- 
tance from Wellsville to Cleveland is more than three to one; and on 
the Southern division where most of the curvature occurs, the aggre- 
gate length of straight line exceeds that of curved line nearly fifty per 
cent. The minimum radius being twelve hundred feet, a velocity of 
25 miles per hour may be used on any part of the route without detri- 
ment to the track, so far as the curvature is concerned; and with the 
gradients and curvature in use upon this road, a passenger train could 
safely maintain a speed of 25 to 30 miles per hour from Cleveland to 
the Sandy summit, within 25 miles of Wellsville, and from Sandy 
summit to Wellsville from 15 to 20 miles per hour, making the aver- 
age speed through from Cleveland, 25 miles per hour; so that passen- 
gers could reach Wellsville in four hours after leaving the upper Cleve- 
land depot; and with the line completed to Pittsburgh, passengers 
could reach that city in six hours. The freight and coal trains should 
move at a speed of 8 to 10 miles per hour; a 20 ton engine drawing 
a load of about 200 tons of coal. 


GENERAL REMARKS. 


Stone is abundant generally along the route within reasonable dis- 
tance of the line, excepting between the Mahoning summit and Lima, 
and on the four miles next Cleveland. Timber can be had generally 
along the route within a reasonable distance. 

Coal has been found along the valley of Hahn’s run, and mines 
are worked near Rochester in the valley of the Clear Fork of Sandy. 
I adverted in my former report to the abundant supply of bituminous 
coal along the vallies of Big Yellow’creek and North Fork; two of 
the veins in those vallies are 4 feet and another vein 64 feet thick. 
The coal could be furnished in the cars and transported to Cleveland 
and sold there profitably at about two dollars and fifty cents per ton. 

The city of Cleveland contains about 14000 inhabitants, and poss- 
esses one of the most accessible and safe harbors on the Lake. This 
line of railroad in its course across the Western Reserve, passes through 
several villages, the most considerable of which are Ravenna and Hud- 
son, The trade of Ravenna is already considerable. Hudson is the 


35 


seat of the Western Reserve College, and is also in the centre of the 
great horse-shoe bend of the Cuyahoga river, upon which there is inex- 
haustible water power. 

Wellsville on the Ohio river has about 1800 inhabitants, and its 
business and buildings are steadily increasing. The position of that 
town renders if an important shipping point, and its steamboat landing 
is one of the best along the Ohio river. 

The products of the Western Reserve upon reaching the Ohio river 
at the nearest point, could be shipped at Wellsville, and the sugar, cot- 
ton, &c., of the south-west received in return; while by the terminus 
at Pittsburgh this road would connect with the great routes to the 
seaboard. 

Thus the advantageous position of this route which presents the 
shortest practicable line of railway communication between the two 
grand thoroughfares, Lake Erie and the Ohio river, and which is also 
upon the direct route from the Lakes to the seaboard, will at all times 
control the greatest part of the north-west travel and an immense 
amount of freight. 

This road would also be of national importance in time of war; 
as by its position it would afford between the river and the Lake a safe 
route, over which government could in any emergency transport ordi- 
nance and troops in a few hours. 

In conclusion, it affords me pleasure to notice the ability and fidel- 
ity with which Messrs. White and Robinson, the principal assistant 
Engineers, have discharged their duties. Mr. Linton also has render- 
ed very able assistance, particularly by his skill and indefatigable in- 
dustry as Surveyor, during the surveys and location. The alacrity 
with which the assistants under the immediate direction of the gentle- 
men above named, have constantly performed their respective duties, 
has been highly creditable to them. 

All of which is respectfully submitted. 
GEO. R,. EICHBAUM, 
Chief Engineer. 


Engineer's Office, Ravenna, Ohio, 
December 9, 1848. 


ESTIMATE of the Cost of Graduation, Masonry and 
to Station 707 near the 
WORK 






eee, OOo 


Excavation |Excava. BRIDG- 

















} 

.| Grabbing. and of Arch’d Rectan. Culv.| Masonry. 
Embankment. |Channel. |Culv’s. Ist Classe 
2|Dol.|Dolls. | Cubic Yards.|Cub.yds.| Per. | Perches. | Perches. 
, ° S | Sj 3 ) 
it rs a] S : S ’ a 
“jel e late t @ lalel a be ie Mee 
“YL 42) 8} 3650) ~ 627 
2} 102 49667} 6397 850 
3} 75 65075| 11294 1096 
4, 12 3} 7004) 26001 438 50 3000 
5| 60 40} 16046} 14954 18 162 2200 
6| 2 43609} 1061 9000 234 465} 85 
7| 69 10| 30661} 7946 90 875) 108 
8 10) 83825) 8275 85 4A 
9 25 15693 50 700 
10 25 12762 246 
11 50 16132 181 250 
12} 30) 40) 9046] 28884. 2500 75 650 
13 30 21184 70 400 
14 50 14000 100 400 
15} 50 2C} 20050) 23845 350 150 
16} 40 30| 9767| 17821 360 200 
17} 45} 25] 10912} 23197 612 267| 33 
18 60, 10} 28213) 1187 507 

WORK NOT: YET 
19 20 155000 780 287 
20 24200 99 370 
21 50 33400 439 
Py} 20 37000 872 
23 46 104500 1144 
24 32 33600 686 
25 96 37400 4 300 
26 85 17400 150 
27 90 26960 50 460 
28 90 42800 100 260 
Length of line under contract, 18 miles and 2960 feet. 
do do _ not undercontract, Lg SES OSG) eee 


. Total length, 3] miles and 5020 feet. 





4 


AN 


Bridging upon the First or Southern Division from Wellsville 


mouth ef Hahn’srun. 


UNDER CONTRACT. 





ING. Rip Rap. 
Superstracs.} and dam 
'To be done.} Vercues. 


Am’t done. 





Aim’tto be done. 




















% 
[lire =) ; 
owe ba) wn ND 
wae | le = e Ei : 
= =I | = = = = - 
Beiben ce sor A 1S 
465| 2 | 
423 6545} 27 781| 44, 
15203] 96 2138] 68 
1 160 11} 189] 1240) 46 15460; 56 
] 160 16 1931} 384 9840} 81 
i! 130 13622] 50} 9353) 21 110! 15 
3 370 | 470} 80) 5899) 28 3429] 25 
2 260 | 118} 82) 2397) 29 2933] 70 
260 6242| 00 
2009] 76 
1 130 4485) 00 
2 220 200} 1547} 37 15625) 04, 
2 | 220 7970} 00 
2} 200 5577| 00 
] 60 2680 5529) 84 
2473| 15 3698) 66 
3712} 76 2477) 61 
5958] 01 252! O7 
j isan 8 
Total work done, 59407 29 
UNDER CONTRACT. 
56356) 75 
1 60 5017] 75 
§231| 25 
6900} 50 
37730| 00 
7011} 00 
4612) 00 
2378| 50 
! 6C 4321} 10 
| 60 7681| 50 
226793| 92 
Add work done 59407| 29 
Total Graduation, = = 
Masonry and Bridging, $286201} 21 


REMARKS. 


[low Creek. 
Passes mouth Big Yel- 
Cross Big Yellow Cr’k. 
Cross Big Yellow Cr’k. 
Passes mouth N’rth F’k. 
Passes McDonald’s. 
Passes Jackman’s. 
do Cope’s mill. 


Passes Ogle’s bend. 
Passes Croxson. 

Ends opp. Salineville. 
Ascends Nancy’s Fork, 
Cross Rose’s run. 
Passes Dobson’s mill. 
Passing McHugh’s. 


Over Yel, C’k summit. 


Over Sandy Summit. 
Ends inClearfork valley. 


Passes Lynchburgh. 

Passes Rochester. 

Crosses Sandy & Beaver 
canal, ends near mouth 
of Hahn’s run. 


38 
LES 
ESTIMATE of the Cost of Graduation, Masonry and 


from Station 707 near the mouth 
WORK NOT YET 





. Arched Rectangular 
Grubbing. and BATT, 
? 3 Ge it ont. Culverts. Culverts. 
2 Dolls. | Dolls. {Cub.yds.|Cub. yds. | Perches. | Perches. | Perches. 
ch : : : 
Sel =) jo) oS 
° S : ae) a) 3 sc) 
: o (ob) w re) ov oO o 
Z 3 - 5 a % 5 S 
a a a! «a = a = 
39 216 ) 12041 61 
20 88 13038 140 
3] 236 13482 249 
39 344. 11588 46 
33 208 15873 169 
34 192 4.1100 278 
35 272 | 43029 185 
35 we4 | 57385 314 311 
WORK UNDER 
1 160 40 140 1092: 128 156 
ps 150 20 3330 4.503 130 108 
3 185 15| 4810} 6730 314. gl 40 
4. 100 27887 99 
5 135 hy 3890 9400 190 68 
6 co 5 4390 34289 35 57 
7 189 20 4.70 9340 96 67 
8 50 20155 371 48 
9 120 13541 226 
10 500 100 140 10778 73 116 
1 165 25649 249 
12 160 27404 375 
13 60 15269 24.3 
14 140 100 3120 22905 155 43 
ig 250 2120 5484 141 20 
16 25 1S 7800 17615 142 9 






Length of line under contract 
do do not yet under contract 


Total length 


Excavation 





20 miles 600 feet. 
10 miles 2900 feet. 


30 miles 3500 feet.. 








39 


LES 


Bridging, upon the Middle Division, extending 


of Hahn’s Run, to Ravenna. 
UNDER CONTRACT. 

















Dollars. 


~_— 


Cenis. 


; Amount to | 
be done. 


REMARKS. 








2869 41{Along Hahn’s run. 


3327/40 

3203 43/Crosses Canton State 
4694167 road. 

2822'01| Ends near Thomas road. 


10238 99] Ends near Mahon. Sum. 
8809 84/Passes Mahoning Sum’t. 


20593 75 


Ends near Teagarden’s. 





1666112 
852 16¢| Freedom. 





BRIDGING. | Amount 
Masonry. | Superstruct’s.| Done. 
Ist Class a 
Per.{ Per. | = | . oP as | 
He 2 | oo ua 
S = rm fy = / 
° S x od ea) 
ae. | forita = = 
=} 2 Sy aoa 
° ° TaN 
la) a 'To be done. | 
~ g00 | 1 55 
300 I 55 
175 1 50 
600 2 100 
600 | 1 60 
2000 | 1 50 
CONTRACT. 
462/78 
842) 10 
953/50 
2000 l 50 3054108 
1062)56 
1106/80 
42.9170 
664|00 
909155 
821/35 
500 l 50 1277/90 





11623}59 
Add work done, 
Total Graduation, 
Masonry and Bridging, 


As be 
9364. 


qe 
82|Crosses Beech Creek. 


1157/25 

13525 /05|Passes Lima. 
1341 |60 [road. 
44.99, 10|\Crosses Atwater E & W 


2272 
1405 
3848 
4566 
2563 
3004 

663 
5172 





115092 
11623 








00 

80 

02\Crosses Barrel run. 

87 [Breakneck. 
27|\Passes head waters of 
63 

53 

25|Crosses Penn. and Ohio 
—} canal,endsat Ravenna. 
pa 

59 


$126, 715181 


AO) 


oe 


ESTIMATE of the Cost of Graduation, Masonry and 
WORK UNDER 


fk BOCES DE) WAN GR EE, 


Cnn 


























Length of line under contract 
Length of line not yet.under contract incla- 








BRIDG- 
Masonry. 
Ist Class. 


Per. 


Bene. 


Per. 





To be 
done 


465 


660 


118 


WORK NOT YET 


Excavation | 
, : Arched | Rectangular 
= ee Becca Culverts.) Culverts. 
‘2 |Dolls.| Dolls. |C. yds.|Cub. vds.|rercnes.| Per. | Per. 
Oo ° oO (=) 

S ! Ss : Ss Z— ” S 

2 (ob) o ro) (0) o o an 
Ware D) nye alvin eat (ate E S (eke 
scotty y= as bees apne k= EB eB me Pa: 
iS i 200 29339 292 
1g | 90 12950 109 

19 160 21159 449 
20 | 20 5 | 19751] 12957 285 

21 | 10 15 | 3940] 12125 254, 16 
22 270 24.993 245 
23 20 20740 374. 
24| 25 95 | 2800) 8174 132] ° 113 
25 50 4831 110} 94 
251 10 65 7463 208 

27 / 120 20593 116 
98 96 6491 249 
29 200 22250 408 
30 144 11813 500 174 
31 152 5956 193 
32 232 30370 138 
33 | 280 8052 297 
34 336 8305 194 
35 224, 5394 106 
36 136 57485 259 
37 712 18348 491 
38 160 23558 1009 25 
39 192 18399 414 
40 20 AT975 40 
Al 30 12790 68 
4,2 10085 172 
43 96 30160 | 363 
Ad 152 42204 | 600 95 
45 102 24.341 | 325 
48 108 7360 | . s 70 
47 48 8518 64 
48 50090 652 


600 


4000 


1600 
800 


11 miles and 4120 feet. 


ding distance between upper and Lake depots 25 ‘* 


“6 


2600 


és 


Total length to pier at the mouth of Cuyahoga, 37 miles and 1440 feet. 


Al 
So 


Bridging, upon the Northern Division, from Cleveland to Ravenna. 
CONTRACT. 








pb ae Piles & timber) Amount | Amount to 
Superstruct’s. along Lake, Done, be done. 
‘To be done. 5. Aan rece <a emma 
bn = 2 REMARKS. 
ty 2 Mow D : s 
om = Ay Qs oe = pane = 
o SR 5 SS ° ry } & 
ZA . A oO rae O eyes es 
1 50 7233 |06|Crosses Cuy. feeder. 
, 1805]75 Passes Brady & Pippin 
3419/78] reservoirs. 
1 130 i 5065/82 4156|31|Crosses Cuy. river. 
1142)16 1319} 42 
5088) 27 
4389) 12 
660/00 1825|22 
275/00 913/02 
755|00 1034/19|Ends at Hudson. 








Total work done $9703 73 
UNDER CONTRACT. 


1 60 7204;11/Along Brandywine. 
1330/71 
4134 23 
3664.77] [wine and Indian run. 
1250 00 Passes juuct, Brandy- 


1 25 8078 59|Through Macedonia.” 
1921)21 
1816/77 
1315/98 C : , 
ross Tinker’s crk 
1 200 ' cere ; ends at Bedford. 
71937|73\Crosses Wood creek, 
3142/08 Abo 
2 92 11327\01|Descending Mill cr’k. 
2 94 4885'55 
1914/24; Through Newburgh. 
5857/25 


g974|73\Crosses Kingsbury’s 
3343/68|__ ran, ends on plain. 

963/72 Ends near Euclid st. 
1217/36) Cleveland. 


4000} 42000 20750/00|Ends at Pier. 


$158699 74 
Add work done 9703) 73) 





Total Graduation, Masonry and Bridging, $168403/47) 
6 








A2 
et =D) 


ESTIMATE 


OF THE COST OF ONE MILE OF SUPERSTRUCTURE, 


With H or inverted T Rail, weighing 65 Pounds per Yard. 


Ballasting or Gravelling for foundation, : - $700 00 
10560 feet lin. of ground sills, 4 + 12 in, at 4 cents per foot, 422 40 | 
2112 feet lin. Cross ties, each 8 feet 6 in, long, 7 x 8 in, at 


16 cents per tie, - - - “ - ~ 337 92 
4224 Spikes for cross ties, 1050 Ibs. at 6 cents per Ib. 63 00 
Labor, laying timber, - - - - = = 260 00 


103 tons of iron, (H or inverted T rail, weighing 65 Ibs, 


per yard,) at $63 per ton, - - = = 6489 00 
590 Chairs, each 15 Ibs.=8850 Ibs. at 3% cts. per lb. 309 75 





1180 Bolts for fastening chairs, at 10 cents, - : 118 00 
7268 Spikes for rails—=4542 lbs. at 6 cents per lb. - 212 52 
Labor, laying iron, &c. - - - - - 240 00 
Total, - - $9212 59 


——<a £9 = 


43 


aE 
SUMMARY ESTIMATES OF COST. 


Graduation, Masonry and Bridging of 1st or 

Southern Division, - - - - = - $286,201 21 
Graduation, Masonry and Bridging of Mid- 

dle Division, - - - - - = = = = 126,715 81 
Graduation, Masonry and Bridging of Nor- 

thern Division, including protection along 


Lake shore, -- - - - - = = = = 168,403 47 





Total Graduation, Masonry and Bridging, 581,320 49 
98 14-100 miles of superstructure with H or 

inverted T rail, weighing 65 Ibs. per yard, 

at $9212 59-100 per mile, - - - - 904,123 58 
1 7-10 mile do. between passage depot at 

Cleveland and pier - - - = - = = 15,661 40 


919,784 98 

Right of way and land damages, - - - 30,000 00 

200 Cattle guards, at $40 each, - - - 8,000 00 

6 miles of Turn-outs, at $12000 per mile, 72,000 00 
90 Road crossings, at $40 each, and 400 

farm crossings at $10 each, - - - = 7,600 00 


1,618,705 47 


Add for contingencies, engineering and superin- 


tendence, 8 percent. - - - - = + = 129,496 43 








From Wellsville to the Lake depot at Cleveland, total 
estimated cost of construction, - - - - - = $1,748,201 90 





Distance from Pittsburgh to State line, per United 
States survey, - - - ~ 39 miles, 1620 fee" t 
id «¢ State line to Wellsville, - - - - 8 “ 360 
* « Wellsville to the passenger depot at 
Cleveland, per line as located, 98 “ 960 « 
- «¢ — Passenger depot to the pier, DN a aaa e 
Total distance from Pittsburgh to pars at fe of 
Cuyahoga at Cleveland, ~ 147 1380 


44 


ES 


ESTIMATE OF COST 
Of Depots, Engine and Car Houses, Repair Shops, Locomotives, &c. 


Depots at Cleveland, Ravennaand Wellsville, $23000 00 
10 Smaller depots, » - - - - 15000 00 

6 Stopping places, each $250, - - - - 1500 00 

15 Watering stations and fuel sheds, each $300, = 4500 00 

3 Engine houses, with car houses, - - - - 30000 00 


2 Repair shops, with turn tables, &c., : - 25000 00 
12 Locomotives and tenders, - > = mete - 90000 00 
24 Passenger cars, - - - - - - 36000 00 


120 Freight cars - - - - - - 60000 00 


120 do. mo gs - - - - : 40000 00 
Mile boards and signs for crossings, - - = «= 3000 00 





Total, « «=, .. ©» = p= 0am DOGG 





Ce 
TABLE OF GRADES 


On the portion of the Cleveland and Pittsburgh Rail Road, 
Extending from the P. and O. State line to Wellsville. 





| 
} 
H 











ee ee ee ee 2 g z oe 
rae] (=) Heed 
ES ecie eee ” ae ra g i |S. REMARKS. 
sla|s |S" | Se) oa | og |e0 
he Me “es. - 3 3 ‘oe 
Sle | A Jd © a Zi ae 
27 S oo 75 
27| 54, 2700) 0.75} 89.60] 20.25 74.00 *Above surface of 
54} 84) 3000) Level 74.00) low water in Ohio riy- 
84| 106; 2200) 0.70) 86.96 15.40} 58.60) er at Wellsville. 
106} 128} 2200) Level 58.60 
128] 148 2000) 0.70} 36.96 14,00) 44.60 
148] 208) 6000! Level 44.60 
208} 233) 2500} 0.70} 36.96) 17.50) / 62.10 
230) ‘230 200) Level | 62.10 
235} 261} 2600) 0.75! 39.60 19.50| 42.60 
261) 334) 7300) Level 4.2.60 
3344 352); 1800; 0.50! 26.40} 9.00 51.60 
* 352) 356 400) Level 51.60 
356] 379| 2300) 0.50) 26.40 11.50} 40.10 
379| 442) 6309) Level 








40.10 





/ 


o |From Station. 





45 
Lee 


TABLE OF GRADES 


On the Southern Division of the Cleveland and Pittsburgh Rail Road, 
Extending from Station O. in Wellsville to Station 707 


Near the mouth of Hahn’s Run. 














: S 
eis 
= Kat | as | 
& ® aes 
hey S| ge 
el 2 1 é | 
° Be S 
Bal. Cit <8 
10} 1000; Level. 
30} 2000] 0.50 
36 600} LeveL + 
60} 2400) 0.44 
92). 3200} Level. 
108; 1600) 0.40 
132| 2400! Level. 
138 600} 0.75 
141 300] Level. 
153} 1200} 0.7) 
155 200| Level. 
hie, L700} 0.71 
174 200} Level. 
198; 2400! 0.60 
320} 12200] Level. 
343) 23800) 0.45 
362| 1900] 0.438 
383} 2100) 0.50 
401; 1800) 0.14 
422} 2100) 0.3 
426) 400) Level. 
438} 1200) 0.25 
500! 6200! 0.52 
563} 6300) 0.20 
590; 2700) 0.45 
610; 2000) 0.70 
631} 2100] 0.20 
685} 5400] 0.75 
697| 1200: 0.42 
704 700| Level. 
742; 3800} 0.50 
766} 2400; 0.34 
35} 24900) 0.95 
a7 200) Level. 
124, 8700) 0.75 
127 300) Level. 
190} 6300) 0.75 
196 600} Level. 
313} 11700) 0.75 
315 200} Level. 
405; 9000) 0.75 











in Feet. 


@rade per Mile! 


re) 
o> 
ws 
° 


a 
ow 
rw) 
ow 











| 
| 
| 
| 
| 
| 


Ascent in Feet. 


10.00 





12.07 





10.35! 
8.17 
10.50 
2.52 
8.19 


3.00] 
32.24 
12.60! 
12.16) 
14.00 

4.20) 
40.50 

5.04 


19.00 
8.16 
236.55 





47,25 


87.75 


| 





Descent in Feet. 


10.60 


8.60 


14,40 


65.29 


| 
| 


Feet.* | 


REMARKS. 


cht of Grade}! 


. =| . 
line in 


a A 


i ; 
© |Hei 
> 
S 


50.00 * Above surface of 
50.00 low water in Ohio 
39.40) Tiver at Wellsville. 





230.05 

466.60; Yellow creek 
466.60} summit, 
401.35 

401.35 

448.60 

448.60 

536.35|Sandy summit. 
536.35 


67.50 | 468.85 


To Station. 


is 
ies _ 
Cwlies: 
fb) foray) 
oO {8} 
| ss 
a |¢ 
= ch 
2500} 0.20 
1200| Level. 
2800} 0.20 
3000) Level. 
1290] 0,50 
3200] 0,10 
2000} 0,25 
1000} Level. 
2000} 0,15- 
2500] Levei. 
400| 0,50 
1400| Level. 
500} 0,40 
900| Level. 
1700 0,75 
1400} Level. 
1000; 0,50 
1500} Level. 





Grade per mile 
in Feet 


10,56 
10,56 
26, 40 

5,28 
13,20 

7,92 
26,40 
21,12 
39,60 


26,40 


> 
coop) 


| 
| 
| 





Ascent in Feet. 


2,00 
2,00 


gx |Descent in Ft. 
Height of Grade) 
line in Feet.* 


00| 463,85 
463,85 
5,60] 458,25 
458, 25 
6,00} 452,25 
3,20] 449, 05 
5,00] 444,05 


REMARKS. 


*Above surface of 
low water at Wells- 
ville. 


444,05} - * 


3,00] 441,05 
441,05 
443,05 
443,05 


445,05) 


4.4.5,05 
12,75} 432,30 
432,30 
5,00} 427,30 
427,30 





Crossing of San- 
dy and Beaver Ca- 
nal, 

[Hahn’s run. 
Near the mouth of 


AT 


uf 
TABLE OF GRADES 


On the Middle Division of the Cleveland and Pittsburgh Rail Road, 
Extending from Station 707, at the mouth of Hahn’s Run, 


TO sTATION 1062 AT RAVENNA. 




















7 50 is wv 

ES “I oboe a ee a Me 2 | BA 

°o Seat ie = 

Pei ve ise) |) Ss 

- |-o o ma m0} 65 a o Fy REMARKS. 
oe = os Sw ee 8 as 

sja| s 3 a Bled 3 ce 

ee eel. g Bione pt o | 28 

me | f-- jonO G} < a ae i 

707; 736} 2900) Level. 427.30 

736) 746; 1000} 0.10 | 5.28) 1,00 428.30) *Above surface of 
746; 766) 2000) 0.30 | 15.84) 6,00 434.30) low water in Ohio riv- 
766| 792) 2600) Level. 434.30) er at Wellsville. 
792} 804) 1200) 0.20 |. 10-56} 2,40 436.70 

804| 817} 1300} 0.50 | 26,40| 6,50 443.20 

817) 840} 2300) Level. 443.20 

840} 884} 4400) 0.25 | 13.20] 11,00 454,20 

884| 900} 1600) Level. 4.54.20 

900} 922} 2200) 0.30 | 15.84) 6,60 460.80 

922} 944) 2200) 0.20] 10.56| 4,40 465.20 

944] 955} 1100) 0.70 | 36,96] 7,70) - | 472.90 ® 
955| 990} 3500} 0.16 | 945! 5.60 4.78.50 " 
990|1087| 9700) 0.75 | 39,60] 72,75 551.25 5 
1087/1113} 2690) Level. 551.25] Mahoning summit. 
1113)1204| 9100) 0.75 | 39,60 68,25] 483.00 
1204/1209] 500} Level. 483.00 
1209} 4} 95900) 0.75 | 39,60 44,25] 438.75 

4| 16} 1200) 0.20] 10,56 2,40} 436.30 

16} 28| 1200) 0.50 | 26.40 6,00 430.30 

28} 40) 1200} Level. 430.30 

40| 59| 1900] 0.50 | 26,40] 9,50 439.80 

59| 80| 2100) Level. 439.80 

80° 110) 3000] 0.75 | 39,60 22,50) 417.30 

110} 124} 1400} Level. 417.30 

124) 140} 1600} 0.50 | 26,40 8,00} 409.30 

140} 158} 1800) 0.75 | 39,60 13,50] 395.80 

158} 161 300} Level. 395.80 

161) 173] 1200) 0.75 | 39.60} 9,00 404.80 

173| 199} 2600) 0.50 | 26,40) 13,00 4.17.80 

199} 201} 200) Level. 417.80 

201) 232} 3100) 0.75 | 39,60 23,25] 394.55 

932) 235) 300) Level. 394.55 

235| 255} 2000) 0.75 | 39,60] 15,00 409.55 

255} 301} 4600) Level. 409.55 

301} 407; 10600} 0.75 | 39,60} 79,50 489.05 

407} 411 400) Level 489.05 

411| 465} 5400! 0.75 | 39,60 40,50] 448.55 

465| 471 600| Level. 448.55 

471} 519} 4800} 0.75 | 39,60) 36,00 484.55 

519} 530} 1100] Level. 484.55 





530| 540} 1000} 0.50 | 26,40 5,00} 479.55 


1 
: 


| 





| 
| 


ss 
18.3) 


| 
| 
| 
| 
| 
| 
| 














| 





e. rate Bt 2 
S|. | Sate 
=]/e;, & nig me 
Ss nS wy a” 2. % 
Ae Ries Ook ge 
° “4 a So 
eile]|/a ls & 
540] 543 300) Level, 
043} 577; 3400} 0,75} 39,60 
577| 590| 1300| 0,50} 26,40 
590} 625} 3600} 0,44/- 23,23 
626] 630). 400) Level, 
630) 654] 2400] 0,30) 15,85 
654) 711} 5700 0,75 39, 60 
711) 713 200} Level, 
713} 730) 1750 0,75} 39,60 
730| 733} 300) Level, 
733| 754) 2100} 0,75! 39,60 
754| 757| 300) Level, 
757) 791; 3400} 0,75} 39,60 
791) 795 400| Level, 
795) 830) 3500; 0,75) 39,60 
830} 849} 1900} Level, 
849) 877} 2800] 0.75} 39.60 
877| 919) 4200) Level. 
919} 927 800] 0.50} 26,40 
927| 976|)¢ 4900! Level. 
976|1007| 3100} 0.75] 39.60 
1007|1024| 1700) Level. 
1024/1044 2000} 0.75; 39.60 
1044|1056} 1200} 0.50} 26.40 
1056) 1060 400| Leyel. 
1060|1062 200} 0.751 39.60 


} 
| 
1 
t,) 
! 


Ascent in Fee 


12,75 


25,90 


4.00 


Descentin Feet, || 





REMARKS, 


line in Feet,* 


Height of grade}, 











505.05} *Above surface of 
511.55! low water in Ohio riv- 
527.39) er at Wellsville. 





23.25) 433.44 


454,44| Ravenna. 
1.50] 452.94 





Ww 


49 
oS 


TABLE OF GRADES 


On the Northern Division of the Cleveland and Pittsburgh Rail Road, 
Extending from Station 1062 at Ravenna, 


To Station 1346 at the Pier at Cleveland. 


























lp Ba Baie ee 
Be ilig) inp bee 
~ = or wn O 
= = o ee Be 
mien | 8 |. oy ae 
= D Ss |s ro 
2 ° = | fy By 
ty is Ale ‘Sc 
1062 | 
1062} 1079; 1700) 0.75! 39.60 
1079} 1099} 2000] Level. 
1099, 1107} 800} 0.50: 26.40) 
1107 1120; 1300] Level. 
1120; 1181) 1100] 0.75 39.60 
1131; 1134) 300! Level.| 
1134) 1160; 2600] 0.70 39.96 
1160} 1165! 500} Level.: 
1165| 1177! 1200! 0.75 39.60 
1177 1200} 2300} Level. 
1200; 1215} 1500} 0.20 10.56 
1215 1220; 500) Level. 
1220} 1235! 1500] 0.75 39.60 
1235| 1247, 1200] 0,16 8.45 
1247; 1310) 6300! 0.75 39.60 
1310 1331} 2100! Level. 
1331| 1389!) 5800] 0.75} 39.60 
1389 1416) 2700| Level. 
1416} 1458) 4200! 0.75| 39.60 
1458 1467 900) Level. 
1467| 1489 2200] 0.75 39.€0 
1489. 1519 3000; 0.60) 31.68 
1519| 1525 600| Level. | 
1525) 1548) 2300) 0.75) 39.60 
1548, 1557! 900| Level. | 
1557| 1570.86; 1386} 0.4.0) 21.12 
1570.86 1575.86, 500! Level. 
1575.86 1583.86 800) 0.50) 26.40 
1583.86) 1584.86; 100, 0.20] 10.56 
1584.86] 1600) 1514) Level. 
1600;  1619' 1900; 0.10| 5.28 
1619} 1635! 1600 0.20) 10.56 
1635] 1681.53) 4653: 0.75] 39.60 
1681.53} 1684, 247! Level. 
1684. 27| 2900, 0.75] 39.60 
27 44) 1700, Level. 
Ad. 61} 1700! 0.75} 39.60 
61 63} 200! Level. 
63 84) 2100] 0.70| 36.96 
84. 118} 3400) Level. 
118 140} 2200! 0.75) 39.60 




















Ascentin Feet. 


4.00 
20 


14.70 








Feet.* 


Height of grade 
line in 


Descent in Ft. 


452.94 
440.19 
440.19 
436.19 
436.19 
444.44 
444.44 
426.24 
426.24 
435.24 
435.24, 
432.24 
432.24: 
443.49) 
445.41 
398.16 
398.16 
441.66 
441.66 
410.16 
410.16 
426.66 
444.66 
444.66 
461.91 
461.91) 
456.36 
456.36 
| 460.36} 
460.56, 
460.56 
458.66) 
455.46 
420,58 
4.20.58 
21:75 398,83 

398,83 
12.75 386,08 

386, 08) 

400,78 | 

400,78) 
16.50! 384, 28. 


12.75 


4.00 


18.20. 








3.00 


47.25 


31.50) 





ox 
Gx 
or 


' 





1.90 
3.20) 
34.89 





——s 


REMARKS. 


* Above surface 


of low water in 
Ohio river at 
Wellsville. 
Hudson. 





{ 



































C 2 a as = ox 
2 | £78) 0S Cee te «| eens 
Bis | a ae cop iis aie ehcey fae 
Fes a a re Ha sk ou FA REMARK 
a iil tS < as) 45 : Ss MARKS. 
i ee ee Baie Pe De 
Abe Ca = z © | 9:8 
Ble} AIO 10 a A lig 
140! 147] 700|Level.! (384.28) 
147| 164! 17090] 0,75 | 39,60) 12.75 (397.03) * Above surface of low 
164] 165! 209!Level. | 397. 03 water in the Ohio river 
166| 204) 3890) 0,75 39, 60 23.50! 363.53, at Wellsville. 
204 210) 600! Level. | 363.53} 
210] 217) 700) 0,70 36, 96 4.90 363.63, 
217} 231) 1400! evel 363.63, 
231] 257 2600 0,66 | 34,85 17.16) 346.47, 
257} 284) 2700) 0,2 (14,78) 7.56) 338.91, 
234) 293) 900)\Level.' (338. 9], 
293} 304) 1100) 0,50 | 25,40 5.59 344,41 
304] 331} 2700 Lev el. | 344, 41} 
331; 3971 6300 0,75 | 39,69) 49.50 393,91 | 
397] 400) 300/Level. . 393,91. 
400| 418) 1800) 0,50 | 26,40 9.00! 384.91, 
418} 423, 500 Level. | 384,91) 
423) 443) 2000| 0,75 | 39,60) 15.00 399,91 
443) 445! 200)Level.| 399,91) 
445| 4701 2500| 0,33 | 17, 42) 8.25] 391.66, 
470| 506 3600| 0,75 | 39,60, 27.00) 364.66 
506] 521) 1500} 0,33 |} 17,42) 4 4.95) 359, 71) 
521/ 619 9800| 0,75 | 39,60 73.50 286,2 1, Bedford. 
619! 621! 200| Level. 286, 21! 
621} 629} |800|_0,75 | 39,60 6.00 292,21 
629) 647, 1800) Level. | 292,21 
647, 678, 3100) 0,75 39,69 23.25) 268,96. 
678] 680, 200 Level. 268,96 
580, 698, 1800. 0,75 | 39,69) 13,50 282,46 
698) 709, 1100 Level. | 282,46 
709! 860115100) 0,75 | 39,60 113.25) 169,91) 
860) 904) 4400 0,50 | 26,40 22.00) 147,21 
904 924) 2000) 0,60 | 31,68 12.90 135,21 | 
924) 927) 300) Level. 135,2 2] 
927 944. 1700) 0,75 | 39,60) 12.75 147,96 
944, 948 400/|Level. 147, 196 
948) 1102 15400 fue 33,60 115,50] 32,46! 
11021104, 200/Level.| 32,46 
1104/1117] 1300| 0,50 | 26,40| 6.50 38, 96 
11171119} 200|Level.| — | 38, 96, 
11191137, 1800] 0.44 | 23,23) 7.92}, 31,04, 
113711156, 1900) 0.10 | 9,28) 1.90} 29,14! 
1156/1206) 5000| 0,25 | 13,20 12.50) 16,64) 
12081252 4600| 0,75 | 39,69) 34450! +17,86 Upper depot at Clev'Ind. 
1252125 6! 400\Level. +17,86 
1256 1824, 6800|_0,75 | 39,60 | 91.00) +68,86 Lake depot 

| " é po 
ae ee 2200 Level. 63,86 
176,00) Surface of Lake Erie. 



































+ Below 


the surface of low water in the Ohio River 











at Wellsville. 





51 


ES 
TABLE 
Of the number of Degrees of Curvature, Minimum Radius of Cur- 
vature, length of Straight Line, and length of Curved Line, upon each 
Division of the Cleveland and Pittsburgh Railroad, between Wellsville 
and Cleveland. 








| Length of| ny of 

















i , 
‘ q Curvature. Straight | = 
| Wind. curv *d line. % 
| he | Wea ian | Le aR 
iN liles. Miles. | Mi 
} o. of deg. Radius } Ft. Miles | iles Miles, 
Southern division fae : | Hi | 
Wellsville to mouth 
of Hahn’s run. 2408 {; 1200 °| 18.56 | (13.39 (31.95 
Middle division from 
inouth of Hahn’s run , | | 
to Ravenna. 420 1432 | 26.97 | 3.69 |30.66 
Northern division from | 
Ravenna to Cleve- 
land. 818 1200 | 30.03 | 5.53 35 56 
Total. - -- |  3646° | | 75.56 | 22.61 |98.17 
} i 








ERRATA. 


For “May,” page 4, line 15, read “ July.” 
« “1848,” page 16, line 25, read “1847.” 


¥ 


F 





fi 





oe at Aw hath age ee 


> Bp 7 








AN ACT 


To incorporate the Cleveland and Pittsburgh Rail Road Company. 


§ 1. Be zt enacted by the General Assembly of the State of Ohio, 
That Van R. Humphrey, Heman Oviatt, D. B. Bostwick, Darius Ly- 
man, and Joseph De Wolf, of Portage County; Samuel Starkweather, 
Charles Whittlesey, and John W. Willey, of Cuyahoga County; Ro- 
bert Forbes, Isaac Wilson, James Robertson, John Wallis, George 
McCook, and John Patrick, of Columbiana County, be, and they are 
hereby appointed commissioners, under the direction of a majority, of 
whom subscriptions may be received to the capital stock of the Cleve- 
land and Pittsburgh Railroad Company, hereby incorporated; and they, 
or a majority of them, may cause books to be opened in the counties 
of Cuyahoga, Portage and Columbiana, and at such other time and 
place as they may direct, for the purpose of receiving subscriptions to 
the capital stock of said company, after having given thirty days’ 
notice of the time and place of opening the same; and that upon the 
- first opening of the books they shall be kept open for at least ten days 
in succession, from ten o’clock A. M. until two o’clock P. M.; and if, 
at the expiration of that period, such a subscription to the capital stock 
of said company as is necessary to its incorporation shall not have been 
obtained, then said commissioners, or a majority of them, may cause 
said books to be open from time to time after the expiration of said ten 
days, and for the space of three years thereafter ; and if any of the said 
commissioners shall die, resign, or refuse to act, during the continu- 
ance of the duties devolved upon them by this act, another or others 
may be appointed in his or their stead, by the remaining commission- 
ers or a majority of them: 

§ 2. That the capital stock of the Cleveland and Pittsburgh Rail- 
road Company, shall be fifteen hundred thousand dollars, and shall be 
divided into shares of fifty dollars each; and it shall and may be lawful 
for said corporation to commence the construction of said railroad or 
way, and enjoy all the powers and privileges conferred by this act, (as) 
soon (as) the sum of one hundred thousand dollars shall be subscribed 
to said stock. 

§ 3. That all persons who shall become stockholders pursuant to 


this act, shall be, aud they are hereby erected a body corporate, and 
shall be and remain a corporation for ever, under the name of “ the 
Cleveland and Pittsburgh Railroad Company,” and by that name shall 
be capable in law of purchasing, holding, selling, leasing and convey- 
ing estates, real, personal, and mixed, so far as the same shall be neces- 
sary for the purposes hereinafter mentioned, and no further; and shall 
have perpetual succession; and by said corporate name may contract 
and be contracted with, sue and be sued, and may have and use a com-~- 
mon seal, which they shall have power to alter and renew at their 
pleasure ; and shail have, enjoy, and may exercise all the powers, rights, 
and privileges, which corporate bodies may lawfully do, for the pur- 
poses mentioned in this act. 

§ 4. That upon all subscriptions there shall be aa at the time of 
subscribing, to the said commissioners, or their agents appointed to 
receive such subscriptions, the sum of five dollars on every share sub- 
scribed, and the residue thereof shall be paid in such instalments and 
at such times as may be required by the president and directors of said 
company: Provzded no payment other than the first shall be demanded 
until at least thirty days’ notice of such demand shail have been given 
by the president and directors in some newspaper of general circulation 
in the State of Ohio; and if any stockholder shall fail or neglect to pay 
any instalment or part of said subscription thus demanded, for the space 
of sixty days next alter ihe time the same shall be due and payable, 
the said president and directors, upon giving at least thirty days’ pre- 
vious notice thereof, in manner aforesaid, may, and they are hereby 
authorized to sell, at public vendue, so many of the shares of the said 
delinquent stockholder or stockholders as shall be necessary to pay such 
instalment and the expenses of advertising and sale, and transfer the 
shares so sold to ihe purchasers; and the residue of the money arising 
from such sale, after paying such instalment and expense, shall be paid 
to said stockholders on demand. 

§ 5. That, at the expiration of ten days, for which the books are 
first opened, if seven hundred and fifty shares of said capital stock 
shall have been subscribed, or if not, as soon thereafter as the same 
shall be subscribed, if within three years after the first opening of the 
books, the said commissioners, or a majority of them, shall call a gene- 


ral meeting of the stockholders, at such time and place as they shall 


appoint, and shall give at least sixty days’ previous notice thereof : and 
at such meeting the said commissioners shall lay the subscription books 


“3 


» before the stockholders then and there present; and thereupon the said 
stockholders, or a majority of them, shall elect twelve directors by bal- 
lot, a majority of whom shall be competent to manage the affairs of 
said company; they shall have the power of electing a president of 
said company, either from among said directors or others, and of allow- 
ing him such compensation as they may deem proper; and in said 
election, and on all other occasions wherein a vote of the stockholders 
of said company is to be taken, each stockholder shall be allowed one 
vote for every share owned by him or her; and every stockholder may 
depute any other person to vote and act for him or hay as his or their 
proxy; and the commissioners aforesaid, or any three of them, shall be 
judges of the first election of said directcrs. 

§ 6. That, to continue the succession of the president and directors 
of said company, twelve directors shall be chosen annually, on the third 
Monday in October, inf every year, in the town of Ravenna, in the 
county of Portage, or at such other place as a majority of the directors 
shall appoint; and if any vacancy shall occur by death, resignation, or 
otherwise, of any president or director, before the year for which he 
was elected has expired, a person to fill such vacant place, for the resi- 
due of the year, may be appointed by the president and directors of 
said company or (a) majority of them; and that the president and di- 
rectors of said company shali hold and exercise their offices until a new 
election of president and directors; and that elections which are by this 
act, or the by-laws of the company, to be made on a particular day, or 
at a particular time, if not made on such a day or time, may be made 
at any time within thirty days thereafter, - 

§ 7. That a general meeting of the stockholders shall be held annu- 
ally, at the time and place appointed for the election of president and 
directors of said company; that meetings may ke called at any time 
during the interval between the said annual meetings, by the president 
and directors, or a majority of them, or by the stockholders owning at 
least one-fourth of the stock subscribed, upon giving at least thirty 
days’ public notice of the time and place of holding the same; and 
when any such meetings are called by the stockholders, such notice 
shall specify the particular object of the call; and if, at any such called 
meeting, a majority in value of the stockholders of said company are 
not present, in person or by proxy, such meeting shall be adjourned 
from day to day, without transacting any business, for any time not 
exceeding three days; and if, within said three days, stockholders hold- 


ing a majority in value of the stock subscribed, do not thus attend, 
such meeting shall be dissolved. 

§ 8. That at all the regular meetings of the stockholders of said 
company, it shall be the duty of the president and directors in office for 
the previous year, to exhibit a clear and distinct statement of the affairs 
of the company; that at any called meeting of the stockholders, a maz 
jority of those present, in person or by proxy, may require similar state: 
ments from the president and directors, whose duty it shall be to furnish 
them when thus required ; and that at all general meetings of the stock- 
holders, a majority in value of all the stockholders of said company 
may remove from office any president or any of the directors of said 
geompany, and may appoint officers in their stead, 

§ 9. That any president and director of said company, before he 
acts as such, shall swear or affirm, as the case may. be, that he will 
well and truly discharge the duties of his said office to the best of hig 
skill and judgment, 

§ 10. That the said president and directors, or a majority of them, 
may appoint all such officers, engineers, agents, or servants whatsoever, 
as they may deem necessary for the transaction of the business of the 
company, and may remove any of them at their pleasure; that they, or 
a majority of them, shall have the power to determine by contract the 
compensation of all engineers, officers, agents, or servants, in the em- 
ploy of said company; and to determine by their by-laws the manner of 
adjusting and settling all accounts against the said company: and also, 
the manner and evidence of transfers of stock in said company; and 
they, or a majority of them, shall have the power to pass all by-laws 
which they may deem necessary or proper for exercising all the powers 
vested in the company hereby incorporated, and for carrying the objects 
of this act into effect: Provided only, That such by-laws shall not be 
contrary to the laws of this State or of the United States, 

§ 11. That the said corporation shall be, and they are hereby vested 
with the right to construct a double or single railroad or way, from 
Cleveland, in the county of Cuyahoga, on the most direct and least 
expensive route, to some point in the direction of Pittsburgh, on the 
State line between Ohio and Pennsylvania, or on the Ohio river; to 
transport, take and carry property and persons upon the same, by the 
power and force of steam, of animals, or of any mechanical or other 
power, or of any combination of them, which the said gorporation may 
choose to employ. 


§ 12. That the president and directors of said company shall be 
and they are hereby invested with all rights and powers necessary for 
the location, construction, and repair of said road, not exceeding one 
hundred feet wide, with as many sets of tracks as the said president 
and directors may deem necessary; and they may cause to be made, 
contract with others for making the said railroad or any part of it; and 
they, or their agents, or those with whom they may contract for making 
any part of the same, may enter upon and use and excavate any land 
which may be wanted for the site of said road, or for any other pur- 
pose necessary and useful in the construction, or in the repair of said 
road or its works, and that they may build bridges, may fix scales and 
weights, may lay rails, may take and use any earth, timber, gravel, 
stone, or other materials which may be wanted for the construction or 
repair of any part of said road, or any of its works; and may make and 
construct all works whatsoever which may be necessary in the con- 
struction or repair of said road. 

§ 13. That the president and directors of said company, or a ma- 
jority of them, or any person authorized by them, or a majority of 
them, may agree with the owner or owners of any land, earth, timber, 
gravel or stone, or other materials, or any improvements which may 
be wanted for the construction or repair of said road, or any of their 
works, for the purchase, or use, or occupation of the same: and if they 
cannot agree, or if the owner or owners, or any of them, be a married 
woman, insane person, or idiot, or out of the county in which the pro- 
perty wanted may lie when such land and materials may be wanted, 
application may be made to any justice of the peace of such county, 
who shall thereupon issue his warrant, under his hand and seal, direct- 
ed to the sheriff of said county, or to some disinterested person, if the 
sheriff shall be interested, requiring him to summon a jury of twelve 
men, inhabitants of said county, not related, or in anywise interested, 
to meet on the land, or near to the other property or materials to be 
valued, on a day named in said warrant, not less than ten or more than 
twenty days after the issuing of the same; and if, at the said time and 
place, any of said persons summoned do not attend, said sheriff or sum- 
moner shall immediately summon as many persons as may be necessary, 
with the persons in attendance, to furnish a panel of twelve jurors in 
attendance; and from them each party, or its, his, her, or their agents, 
the sheriff or summoner, for him, her, it or them, may strike off three 
jurors, and the remaining six shall act as a jury of inquest of damages ; 


and before they act as such, the said summoner or sheriff shall admin- 
ister to each of them an oath or affirmation, as the case may be, that 
they will faithfully and impartially value the damages which the owner 
or owners will sustain by use or occupation of the same, required by 
said company; and the jury estimating the damages, if for the ground 
occupied by said road, shall take into the estimate benefits resulting to 
said owner or owners, by reason of said road passing through or upon 
the land of such owner or owners, towards the extinguishment of such 
claim for damages; and the said jury shall reduce their inquisition to 
writing, and shall sign and seal the same; and it shall then be returned 
to the clerk of the court of common pleas for said county, and by such 
clerk filed in his office, and shall be confirmed by the said court at its 
next session, if no sufficient cause to the contrary be shown; and when 
confirmed, shall be recorded by said clerk, at the expense of said com- 
pany; but if set aside, the court may direct another inquisition, to be 
taken in the manner above prescribed; and such inquisition shall de- 
scribe the property taken, or the bounds of the land condemned; and 
such valuation, when paid or tendered to the owner or owners of said 
property, or his, her, or their legal representatives, shall entitle said 
company to the full right to said personal property, and the use and 
occupation of said landed property, for the purposes of said road thus 
valued, as fully as if it had been conveyed by the owner or owners of 
the same; and the valuation, if not received when tendered, may at any 
time thereafter be received from the company without cost, by the 
owner or owners, his, her, or their legal representative or representa- 
tives; and that such sheriff or summoner and jurors, shall be entitled 
to demand and receive from said company the same fees as are allowed 
for like services.in cases of fixing the valuation of real estate, previous 
to sale under execution, 

§ 14. That whenever, in the construction of said road, it shall be 
necessary to cross or intersect any established road or way, it shall be 
the duty of the said president and directors of said company, so to con- 
struct the said railroad across such established road or way, as not to 
impede the passage or transportation of persons or property along the 
same; or when it shall be necessary to'pass through the land of any 
individual, it shall also be their duty to provide for such individual 
proper wagon ways across said road, from one part of his land to 
another, without delay. 

§ 15. That if said company should neglect to construct proper 


wagon ways across said road, as required by the fourteenth section of 
this act, it shall be lawful for any individual to sue said company, and 
to be entitled to such damages as a jury may think him or her entitled 
to, for such neglect on the part of said company. 

§ 16. That if it shall be necessary for such company, in the selection 
of the route or construction of the road to be by them laid out and con- 
structed, or any part of it, to connect the same with, or to use any 
turnpike road, or bridge, made or erected by any company or persons 
incorporated or authorized by any law of this State, it shall be lawful 
for the said president and directors, and they are hereby authorized, to 
contract or agree with any such other corporation or persons, for the 
right to use such road or bridge, or for the transfer of any of the cor- 
porate or other rights or privileges of such corporation or persons, to 
the said company hereby incorporated; and every such other incorpo- 
ration, or persons incorporated by or acting under the laws of this 
State, is, and are hereby authorized to make such an agreement, con- 
tract, or transfer, by and through the agency of the person authorized 
by their respective acts of incorporation to exercise their corporate pow- 
ers, or by such persons as by any law of this State are entrusted with 
the management and direction of said turnpike road or bridge, or of 
any of the rights and privileges aforesaid; and any contract, agree- 
ment, or transfer, made in pursuance of the power and authority 
hereby granted, when executed by the several parties, under their re- 
spective corporate seals, or otherwise legally authenticated, shall vest in 
the company hereby incorporated, all such road, part of road, rights 
and privileges, and the right to use and enjoy the same, as fully, to all 
intents and purposes, as they now are, or might be, used and excer- 
cised by the said corporation, or persons in whom they are now vested. 

§ 17. That the said president and directors shall have power to 
purchase with the funds of the company, and place on any railread 
constructed by them, under this act, all machines, wagons, vehicles, or 
carriages, of any description whatsoever, which they may deem neces- 
sary or proper, for the purpose of transportation on said road; and that 
they shall have power to charge for tolls upon, and the transportation 
of persons, goods, produce, merchandise, or property, of every descrip- 
tion whatsoever transported by them, along said railway, any sum not 
exceeding the following rates: on all goods, merchandise, or property, 
of any description whatsoever, transported by them, a sum not exceeding 
one and a half cents per mile, for toll, and five cents per mile, per ton, 


a» 


for transportation, on all goods, produce, merchandise, or property, of 
any description whatsoever, transported by them or their agents; and 
for the transportation of passengers, not exceeding three cents per mile 
for each passenger; and it shall be lawful for any other company, or 
any person or persons whatsoever, paying the tolls aforesaid, to trans- 
port any person, merchandise, produce or property, of any description 
whatsover, along said road, or any part thereof; and the said road, 
with all their works, improvements and profits, and all machinery on 
said road for transportation, are hereby vested in said company, incor- 
porated by this act, and their successors for ever; and the shares of the 
capital stock of said company shall be deemed and considered personal 
property, transferable by assignment, agreeably to the by-laws of said 
company. . 

§ 18. That any other railroad company now or hereafter to be 
chartered by the law of this State, may join and connect said road with 
the road hereby contemplated, and run cars upon the same, under the 
rules and regulations of the Cleveland and Pittsburgh Railroad Com- 
pany, as to the construction and speed of said cars; and full right and 
privilege is hereby reserved to the State, or the citizens, or any com- 
pany incorporated by authority of this State, to cross the railroad here- 
by incorporated: Provzded, that in so crossing, no injury shall be done 
to the works of the company hereby incorporated. 

§ 19. That the said president and directors shall, semi-annually, 
declare and make such dividend as they may deem proper of the net 
profits arising from the resources of said company, deducting the pro- 
bable amount of outstanding debts and the necessary current and con- 
tingent expenses, and that they shall divide the same amongst the 
stockholders of said company in proportion to their respective shares. 

§ 20. That if any person or persons shall wilfully, or by any 
means whatsoever, injure, impair, or destroy any part of said railroad, 
constructed by said company under this act, or any of the work, build- 
ing or machinery, of said company, such person or persons so offend- 
ing, shall each of them, for every such offence, forfeit and pay to said 
company a sum not exceeding threefold the damages; which may be 
recovered in the name of the company, by an action of debt, in the 
court of common pleas for the county wherein the offence shall be coms 
mitted; and shall also be subject to an indictment in said court, and 
upon conviction of such offence, shall be punished by fine and impri-_ 
sonment, at the discretion of the court. 


§ 21. That if said railroad shall not be commenced in three years 
from the passage of this act, and shall not be finished within fifteen 
years from the time of the commencement thereof, then this act to be 
null and void. 

§ 22. That if the legislature of this State shall, after the expiration 
of thirty-five years from the passage of this act, make provision by law 
for the repayment to said company of the amount expended by them in 
the construction of said railroad, and the value of the necessary perma- 
nent fixtures thereto, at the time, with an addition of fifteen per cent. 
thereon, together with interest on the cost of the road, at the rate of six 
per cent. per annum, unless the dividends shall have amounted to six 
per cent. per annum; of which expenditure an accurate statement in 
writing, attested by the oaths on affirmations of the officers of said 
company, shall be submitted to the General Assembly, if required; then 
said road and fixtures shall vest in and become the property of the State 
of Ohio. 

§ 23. Whenever the dividend of said company shall amount to a 
sum exceeding the amount of six per cent. per annum, upon the cost of 
said road, and the necessary expenses of the same, the legislature of this 
State may impose such reasonable taxes on the amount of such dividend 
as may be received from other railroad companies. 

WILLIAM MEDILL, 
Speaker pro tem. of the House of Representatives 


ELisAH VANCE, ° 


Speaker of the Senate. 
March 14, 1836. 


Srate or Onto, 
Secretary of State’s Office, } 
; Columbus, December 30, 1845. 
I, Samuel Galloway, Secretary of State, do hereby certify, that the 
foregoing is a true copy from the original on file in this office. 
SAMUEL GALLOWAY, 
Secretary of State. 


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ANGE OT 


To revive and amend the act entitled ‘‘an Act to incorporate the 
Cleveland and Pittsburgh Raiiroad Company,’’ 


PASSED MARCH 14, 1836. 


§ 1. Be tt enacted by the General Assembly of the State of Ohio, 
That the act entitled an act to incorporate the Cleveland and Pittsburgh 
Railroad Company, passed March fourteenth, one thousand eight hun- 
dred and thirty-six, be, and the same is hereby revived, except so far as 
the same shall be inconsistent with the provisions of this act; and that 
John §. Blakely, James Farmer, James Stewart, George M’Cook, Joshua 
Dawson, Albert G. Catlett, Zadoc Street, and John Dellenbach, of Co- 
lumbiana County ; John W. Allen, Charles Bradburn, Irad Kelley, Sam- 
uel Starkweather, Philo Scovill, Thomas Bolton and Samuel Williamson, 
of Cuyahoga County; Cyrus Prentis, Robert F. Paine, Plimmon C. 
Bennet, and William R. Henry, of Portage County; William M’Cul- 
lough, of Jefferson County ; Sylvester Thompson and Birdsey Booth, of 
Summit County, are hereby appointed commissioners, instead of those 
named in the above recited act; and the said commissioners hereby ap- 
pointed, or a majority of them, are hereby authorized to proceed, after 
having given thirty days’ notice in one newspaper printed in each of 
the above named counties, to cause books to be opened for the purpose 
of receiving subscriptions to the capital stock of said company, in the 
manner provided for in the above recited act, by which they shall in all 
respects be governed, except so far as the same may be inconsistent 
with this act. 

§ 2. The Railroad mentioned in the above recited act shall com- 
mence at a convenient place in the city of Cleveland, in the county of 
Cuyahoga, and thence on the most direct, practicable, and least expen- 
sive route to the Oltio River, at the most suitable point; and if the said 
railroad shall not be commenced within five years from the passage of 
this act, and if said railroad shall not be completed within twelve years 
from the commencement thereof, then this act shall be null and void: 
Provided, that said company may unite said railroad by them con- 
structed at some point south-easterly of the city of Cleveland, with any 
other railroad authorized by Jaw, which may be constructed on the 
easterly side of the Cuyahoga river, leading to Cleveland, and to make 


7m 


such arrangements as to the division of labor and earnings, as the direc- 
tors of the companies owning such united railroads may deem equitable. 

§ 3. That it shall be lawful for said corporation to commence the 
construction of said railroad or way, and enjoy all the powers and pri- 
vileges conferred by this act and the act hereby revived, as soon as the 
sum of fifty thousand dollars shall be subscribed to said stock, and the 
payment thereof considered safe and secure. 

§ 4. That in obtaining the right or way, and procuring materials 
for the construction and repair of said road or way, the said corpora- 
tion shall. in all respects be governed by an act entitled “ An act to 
amend the act entitled an act for the regulation of turnpike companies,” 
passed March eleventh, one thousand eight hundred and forty-three; 
and all claims for damages as aforesaid, shall be settled and adjusted 
according to the provisions of this aét. 

§ 5. The said company shall have power to demand and receive, 
for the transportation of persons and property over said road, or any 
portion thereof, the following rates of fare and tolls: For each person 
not more than four cents per mile; and for each ton weight of property 
not more than eight cents per mile; and in the same proportion for 
greater or less distance or weight. 

§ 6. The said company, by its proper officers duly authorized by 
the directors, is hereby authorized and empowered to mortgage, hypo- 
thecate, or pledge, all or any part of said railroad, or of any other real 
or personal property belonging to said company, or of any portion of 
the tolls and revenues of said company, which may thereafter accrue, 
for the purpose of raising money to construct said railroad, or to pay 
debts incurred in the construction thereof. 

§ 7. That so much. of the act hereby revived and amended as is 
inconsistent with the provisions of this act, is hereby repealed. 

JoHN M; GALLAGHER, 
Spedker of the House of Representatives. 
. Davip CHAMBERS, 
March 11; 1845. Speaker of the Senate. 


STaTE oF Onto, 
Secretary of State’s Office, 
“~~ Columbus, December 27, 1845. 
I, Samuel Galloway, Secretary of State, do hereby certify that the 


foregoing is a true copy from the original on file in this office. 
SAMUEL GALLOWAY, 
Secretary of State: 





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